City of Richmond Richmond Country Club Residential Project Initial Study/Mitigated Negative Declaration
Appendix I: Transportation Supporting Information
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I.1 - Draft Transportation Impact Analysis
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Draft Report
Transportation Impact Analysis for the Richmond Country Club
Prepared for the City of Richmond
May 6, 2020
490 Mendocino Avenue, Suite 201 SANTA ROSA, CA 95401 707.542.9500 505 17th Street, 2nd Floor OAKLAND, CA 94612 510.444.2600 1276 Lincoln Avenue, Suite 204 SAN JOSE, CA 95125 650.314.8313 w-trans.com
Table of Contents
Executive Summary ...... 1
Introduction ...... 2
Transportation Setting ...... 3
Capacity Analysis ...... 8
Alternative Modes ...... 32
Access and Circulation ...... 33
Parking ...... 36
Conclusions and Recommendations ...... 37
Study Participants and References ...... 39
Figures 1. Study Area and Existing Lane Configurations ...... 5 2. Existing Traffic Volumes ...... 14 3. Background Traffic Volumes...... 16 4. Cumulative Traffic Volumes ...... 18 5. Site Plan ...... 20 6. Project Traffic Volumes ...... 24 7. Existing plus Project Traffic Volumes ...... 25 8. Background plus Project Traffic Volumes ...... 27 9. Cumulative plus Project Traffic Volumes ...... 29
Tables 1. Bicycle Facility Summary ...... 6 2. Intersection Level of Service Criteria ...... 9 3. Existing Peak Hour Intersection Levels of Service ...... 15 4. Background Peak Hour Intersection Levels of Service ...... 17 5. Cumulative Peak Hour Intersection Levels of Service ...... 19 6. Trip Generation Summary ...... 19 7. Trip Distribution Assumptions ...... 21 8. Citywide Vehicle Miles Traveled ...... 22 9. Existing and Existing plus Project Peak Hour Intersection Levels of Service ...... 23 10. Background and Background plus Project Peak Hour Intersection Levels of Service ...... 26 11. Cumulative and Cumulative plus Project Peak Hour Intersection Levels of Service ...... 28 12. Cumulative 2040 Conditions Delay Index on CMP Routes ...... 31 13. Parking Analysis Summary ...... 36
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Appendices A. Intersection Level of Service Calculations B. Turn Lane Warrant Analyses C. Signal Warrant Analyses
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Executive Summary
The proposed project includes the construction of 102 single-family homes on the western portion of the Richmond Country Club site.
The analysis addresses potential impacts at ten study intersections. The intersection of Castro Street/I-580 West Ramps currently operates at an unacceptable level of service during the p.m. peak hour and would be expected to continue doing so with the addition of project-generated trips and under Background (Existing plus Approved) Conditions. The intersection of San Pablo Avenue/Richmond Parkway currently operates at an unacceptable level of service during both the a.m. and p.m. peak hours and would be expected to continue doing so with the addition of project-generated trips and under Background Conditions. The intersections of Castro Street/I-580 West Ramps, Canal Boulevard/I-580 East Ramps, San Pablo Avenue/ Richmond Parkway, and Blume Drive-I-80 South Ramps/Richmond Parkway would operate at unacceptable levels of service with or without the project under Cumulative conditions. The impact of the project on the study intersections would be within the range of added delay that is considered acceptable under applicable standards.
The project VMT rate is expected to be less than the citywide average, indicating that the project would be expected to have a less-than-significant impact on vehicle miles traveled. The project should implement a TDM plan to encourage smarter travel and reduce the amount of congestion generated by the project.
The operation at the at-grade railroad crossing at Giant Road/Giant Highway would be minimally impacted by the project. Signage at the intersection should be improved.
The project is not expected to increase the Delay Index above significant levels identified in the CCTA Technical Procedures or above 5 percent, therefore the project will not cause a significant impact to the CMP routes.
Access for pedestrians will be adequate upon construction of sidewalks between the project site and the nearest transit stop. Bicycle and transit facilities are adequate to serve the project site.
A left-turn lane on Markovich Lane at the new street connection is not warranted under Cumulative plus Project volumes during either the a.m. or p.m. peak hour. Sight distances at the project driveway are adequate, as is internal vehicle circulation within the site. The Richmond Fire Department should be consulted to confirm that the site plan is consistent with their minimum standards for fire truck access.
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Introduction
This report presents an analysis of the potential transportation impacts that would be associated with the proposed development of 102 single family homes to be located at the Richmond Country Club in the City of Richmond. The traffic study was completed in accordance with the criteria established by the City of Richmond and is consistent with standard traffic engineering techniques.
Prelude
The purpose of a traffic impact study is to provide City of Richmond staff and policy makers with data they can use to make an informed decision regarding the potential traffic impacts of a proposed project, and any associated improvements that would be required to mitigate these impacts to a level of insignificance as defined by the City of Richmond’s General Plan, West County Action Plan, or other policies. Vehicular traffic impacts are typically evaluated by determining the number of new trips that the proposed use would be expected to generate, distributing these trips to the surrounding street system based on existing travel patterns or anticipated travel patterns specific to the proposed project, then analyzing the impact the new traffic would be expected to have on critical intersections or roadway segments. Impacts relative to access for pedestrians, bicyclists, and to transit are also addressed.
Project Profile
The proposed project includes construction of 102 single-family homes at the Richmond Country Club near the terminus of Markovich Lane in the City of Richmond.
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Transportation Setting
Operational Analysis
Study Area and Periods
The study area consists of the following intersections:
1. Marine Street/I-580 East Ramps 2. Castro Street/I-580 West Ramps 3. Canal Boulevard/I-580 East Ramps 4. Canal Boulevard/I-580 West Ramps 5. Giant Highway/ Richmond Parkway Ramp to Giant Road 6. Giant Road/Giant Highway 7. Markovich Lane/Richmond Parkway Ramp to Giant Road 8. San Pablo Avenue/Richmond Parkway 9. Blume Drive-I-80 South Ramps/Richmond Parkway 10. I-80 Northbound Ramps/Fitzgerald Drive
Operating conditions during the a.m. and p.m. peak periods were evaluated to capture the highest potential impacts for the proposed project as well as the highest volumes on the local transportation network. The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between 4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound commute.
Study Intersections
Marine Street/I-580 East Ramps is a signalized tee intersection. The eastbound approach is the off-ramp for I- 580. A crosswalk is provided on the west leg. This intersection is operated by Caltrans.
Castro Street/I-580 West Ramps is a signalized intersection with protected left-turn phasing on all four approaches. The Castro Street northbound right-turn onto the I-580 Westbound Ramp is channelized. Crosswalks are provided at all legs. This intersection is operated by Caltrans.
Canal Boulevard/I-580 East Ramps is a signalized intersection with protected left-turn phasing on the southbound approach of Canal Boulevard. Crosswalks are provided on the south, east and west legs. This intersection is operated by Caltrans.
Canal Boulevard/I-580 West Ramps is a signalized intersection with protected left-turn phasing for the northbound Canal Boulevard approach. Crosswalks are provided on the north, east and west sides only. This intersection is operated by Caltrans.
Giant Road/Richmond Parkway Ramp to Giant Road is a signalized tee intersection with protected left-turn phasing on the southbound approach of Giant Road. Crosswalks are provided on the north and east legs.
Giant Road/Giant Highway is an all-way stop-controlled intersection. An at-grade railroad crossing is present on the westbound Giant Road leg between the stop bar for the westbound approach and the other three approaches of the intersection. There are no crosswalks provided at the intersection.
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Markovich Lane/Richmond Parkway Ramp to Giant Road is stop-controlled on the southbound Markovich Lane approach. There is a dedicated left-turn lane on the eastbound Richmond Parkway Ramp approach and a crosswalk provided on the north leg.
San Pablo Avenue/Richmond Parkway is a signalized intersection with protected left-turn phasing on all four approaches. The right-turn from westbound Richmond Parkway to San Pablo Avenue is channelized. Crosswalks are provided on the south, east, and west legs.
Blume Drive-I-80 South Ramps/Richmond Parkway is a signalized intersection with protected left-turn phasing on all four approaches. Crosswalks are provided on the south and east legs only. The westbound right turn from Richmond Parkway to I-80 South is channelized by a “pork-chop” island. This intersection is operated by Caltrans.
I-80 North Ramps/Fitzgerald Drive is a signalized intersection. A crosswalk is provided along the channelized westbound right turn from Fitzgerald Drive to I-80 North. This intersection is operated by Caltrans.
The locations of the study intersections and the existing lane configurations and controls are shown in Figure 1.
Alternative Modes
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions, and various streetscape amenities such as lighting, benches, etc. Pedestrian amenities are generally not provided in the vicinity of the proposed project site. Sidewalks are not provided on Markovich Lane in the immediate vicinity of the project site.
Bicycle Facilities
The Highway Design Manual, Caltrans, 2017, classifies bikeways into four categories:
Class I Multi-Use Path – a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Class II Bike Lane – a striped and signed lane for one-way bike travel on a street or highway. Class III Bike Route – signing only for shared use with motor vehicles within the same travel lane on a street or highway. Class IV Bikeway – also known as a separated bikeway, a Class IV Bikeway is for the exclusive use of bicycles and includes a separation between the bikeway and the motor vehicle traffic lane. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.
Within the project site, bicyclists ride in the street. The San Francisco Bay Trail runs adjacent to the Richmond Country Club, to the west of Giant Road and Giant Highway. The Bay Trail provides over 350 miles of paved and gravel paths, bike lanes, and sidewalks, and links 47 cities across the nine Bay Area counties. Table 1 summarizes the existing and planned bicycle facilities in the project vicinity, as contained in the City of Richmond Bicycle Master Plan.
Transportation Impact Analysis for the Richmond Country Club 4 May 6, 2020 LEGEND Study Intersection Project Site Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10
5 6
1 2 4 3
1 2 3 4
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 1 – Study Area and Existing Lane Configurations
Table 1 – Bicycle Facility Summary Status Class Length Begin Point End Point Facility (miles) Existing Markovich Lane II 0.3 Wood Glen Dr Richmond Pkwy Ramp Wood Glen Dr II 0.4 Park Ridge Dr Park Ridge Dr Richmond Pkwy Ramp WB II 0.2 Markovich Ln Giant Rd Planned Richmond Pkwy II 1.6 Collins Ave I-80 Giant Rd/Hwy III 2.4 Atlas Rd Brookside Dr Source: City of Richmond Bicycle Master Plan, November 2011
Transit Facilities
Alameda-Contra Costa Transit District (AC Transit) The Alameda-Contra Costa County Transit (AC Transit) provides fixed route bus service in Alameda and Contra Costa Counties. Two bicycles can be carried on most AC Transit buses. Bike rack space is on a first come, first served basis. Additional bicycles are allowed on AC Transit buses at the discretion of the driver.
AC Transit Route 71 provides north-south service between the El Cerrito Plaza BART Station, Richmond BART/ Amtrak Station and the Richmond Parkway Transit Center. The route serves stops along Richmond Parkway, Rumrill Boulevard, Harbour Way and Carlson Boulevard and operates between 5:00 a.m. and 8:00 p.m. with 30- minute headways on weekdays. The bus stop nearest the project site is near the intersection of Giant Road/ Stanton Avenue, approximately 0.6 miles from the project site.
AC Transit Route 376 provides north-south service between the El Cerrito/Del Norte BART Station, Richmond BART/Amtrak Station, the Hilltop Mall and the Richmond Parkway Transit Center. The route serves stops along Richmond Parkway, Rumrill Boulevard, Harbour Way and Cutting Boulevard and operates between 8:00 p.m. and 3:00 a.m. with 30-minute headways on weekdays. The bus stop nearest the project site is approximately 0.6 miles from the project site at the intersection of Giant Road/John Avenue.
Bay Area Rapid Transit (BART) The BART system provides regional rail service between San Mateo, San Francisco, Alameda, and Contra Costa counties, with one station in Richmond. The nearest station is located at 1700 Nevin Avenue, which is approximately four miles from the project site. This station is served by the Richmond-Warm Springs/South Fremont and Richmond-Daly City/Millbrae lines. On weekdays during peak commute periods, trains have a 15- minute headway. During all other times (off-peak periods and weekends), trains operate at 20-minute headways. Typical hours of operation for BART are between the hours of 5:00 a.m. to midnight during the weekday, 6:00 a.m. to midnight on Saturdays and 8:00 a.m. to midnight on Sundays.
Amtrak Amtrak is a passenger railroad service that provides medium- and long-distance service between cities in the United States and Canada with a station in Richmond located approximately four miles from the project site at 1700 Nevin Avenue. The Richmond Amtrak Station is served by the Capitol Corridor, California Zephyr and San Joaquin passenger train services.
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San Francisco Bay Area Water Emergency Transportation Authority (WETA) The San Francisco Bay Area Water Emergency Transportation Authority (WETA) operates ferry service between the existing San Francisco Ferry Terminal and the terminal on the Ford Peninsula in the City of Richmond. The ferry service operates on weekdays from approximately 6:00 a.m. to 9:00 a.m. and from 4:00 p.m. to 8:00 p.m. The ferry terminal is located approximately five miles from the project site.
Paratransit Dial-a-ride, also known as paratransit, or door-to-door service, is available for those who are unable to independently use the transit system due to a physical or mental disability. The City of Richmond is served by two agencies that offer paratransit services. R-Transit and East Bay Paratransit are designed to serve the needs of individuals with disabilities within the City of Richmond and Alameda and Contra Costa Counties.
On-Demand Transportation Services On-demand private taxi services are available in Richmond 24 hours a day. Taxis can be used for trips within the Planning Area and adjacent destinations, including nearby airports. Other ride-hailing applications are also available in Richmond and provide transportation throughout the Bay Area.
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Capacity Analysis
Intersection Level of Service Methodologies
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure that indicates a level of delay generally accompanies the LOS designation.
The study intersections were analyzed using methodologies published in the Highway Capacity Manual (HCM), Transportation Research Board, 2010. This source contains methodologies for various types of intersection control, all of which are related to a measurement of delay in average number of seconds per vehicle.
The Levels of Service for the intersections with side street stop controls, or those which are unsignalized and have one or two approaches stop controlled, were analyzed using the “Two-Way Stop-Controlled” intersection capacity method from the HCM. This methodology determines a level of service for each minor turning movement by estimating the level of average delay in seconds per vehicle. Results are presented for individual movements together with the weighted overall average delay for the intersection.
The study intersections with stop signs on all approaches were analyzed using the “All-Way Stop-Controlled” Intersection methodology from the HCM. This methodology evaluates delay for each approach based on turning movements, opposing and conflicting traffic volumes, and the number of lanes. Average vehicle delay is computed for the intersection as a whole and is then related to a Level of Service.
The study intersections that are currently controlled by a traffic signal were evaluated using the signalized methodology from the HCM. This methodology is based on factors including traffic volumes, green time for each movement, phasing, whether the signals are coordinated or not, truck traffic, and pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for evaluation in this LOS methodology. For purposes of this study, delays were calculated using signal timing obtained from either the City of Richmond or Caltrans.
The ranges of delay associated with the various levels of service are indicated in Table 2.
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Table 2 – Intersection Level of Service Criteria LOS Two-Way Stop-Controlled All-Way Stop-Controlled Signalized A Delay of 0 to 10 seconds. Gaps in Delay of 0 to 10 seconds. Upon Delay of 0 to 10 seconds. Most traffic are readily available for stopping, drivers are immediately vehicles arrive during the green drivers exiting the minor street. able to proceed. phase, so do not stop at all. B Delay of 10 to 15 seconds. Gaps in Delay of 10 to 15 seconds. Drivers Delay of 10 to 20 seconds. traffic are somewhat less readily may wait for one or two vehicles to More vehicles stop than with available than with LOS A, but no clear the intersection before LOS A, but many drivers still do queuing occurs on the minor street. proceeding from a stop. not have to stop. C Delay of 15 to 25 seconds. Delay of 15 to 25 seconds. Drivers Delay of 20 to 35 seconds. The Acceptable gaps in traffic are less will enter a queue of one or two number of vehicles stopping is frequent, and drivers may approach vehicles on the same approach and significant, although many still while another vehicle is already wait for vehicle to clear from one or pass through without stopping. waiting to exit the side street. more approaches prior to entering the intersection. D Delay of 25 to 35 seconds. There Delay of 25 to 35 seconds. Queues of Delay of 35 to 55 seconds. The are fewer acceptable gaps in traffic, more than two vehicles are influence of congestion is and drivers may enter a queue of encountered on one or more noticeable, and most vehicles one or two vehicles on the side approaches. have to stop. street. E Delay of 35 to 50 seconds. Few Delay of 35 to 50 seconds. Longer Delay of 55 to 80 seconds. acceptable gaps in traffic are queues are encountered on more Most, if not all, vehicles must available, and longer queues may than one approach to the stop and drivers consider the form on the side street. intersection. delay excessive. F Delay of more than 50 seconds. Delay of more than 50 seconds. Delay of more than 80 seconds. Drivers may wait for long periods Drivers enter long queues on all Vehicles may wait through before there is an acceptable gap in approaches. more than one cycle to clear the traffic for exiting the side streets, intersection. creating long queues. Reference: Highway Capacity Manual, Transportation Research Board, 2010
Traffic Operation Standards/Significance Criteria
The City of Richmond has established criteria to determine the level of significance of traffic impacts based on standards set in the West County Action Plan for Routes of Regional Significance by the West Contra Costa Transportation Advisory Committee (WCCTAC) and the Richmond General Plan 2030. Based on these planning documents, a traffic impact is considered significant if: a) The Project would conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit. A significant impact could be identified: If a signalized intersection is projected to operate within expected delay ranges (i.e., LOS D or better with an average control delay of equal to or less than 55 seconds per vehicle) without the Project and the Project is expected to cause the facility to operate at an unacceptable LOS (LOS E or F);
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If an intersection is projected to operate at or over capacity (i.e., LOS E or F) without the Project, and the Project is expected to increase the average control delay by more than 5 seconds or deteriorates from LOS E to LOS F; or If the operation of an unsignalized study intersection is projected to decline with the addition of Project traffic, and if the installation of a traffic signal would be warranted based on the Peak Hour Signal Warrant (Warrant 3) as published in the California Manual on Uniform Traffic Control Devices (CA-MUTCD), Caltrans 2014. Caltrans Facility Operation
Intersections of ramps from I-580 or I-80 are under the jurisdiction of Caltrans. Under their adopted standards and as stated in the Guide for the Preparation of Traffic Impact Studies, Caltrans “endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D”…” Based on previous discussions with Caltrans staff, it is understood that the standard is to be applied to the overall average intersection delay and not that associated with any single movement or approach. Under this approach, if one movement experiences very high delay and has moderate to high traffic volumes, the overall delay and level of service (LOS) should reflect the critical nature of the condition. However, if one movement is expected to experience high delay, but has very low traffic volumes, the overall intersection operation will likely still meet Caltrans standards.
Regulatory Framework
The City of Richmond General Plan along with a variety of regional, State, and federal plans, legislation, and policy directives provide guidelines for the safe operation of streets and transportation facilities in Richmond. While the City of Richmond has primary responsibility for the maintenance and operation of transportation facilities within the City, City staff works on a continuous basis with responsible regional, State, and federal agencies including Contra Costa County, the California Department of Transportation (Caltrans), and the Federal Highway Administration (FHWA), as well as others, to maintain, improve, and balance the competing transportation needs of the community and the region.
This section describes transportation policies, laws, and regulations that would apply to the proposed project and provides a context for the impact discussion related to consistency with applicable regulatory conditions.
General Plan 2030
The City of Richmond’s General Plan (Adopted on April 25, 2012) provides a framework for development within the City. Policies and strategies that are pertinent to the transportation analysis for the proposed project are listed below.
Goal CR1: An Expanded Multimodal Circulation System – Make conditions safer and more attractive for all modes of transportation including travel by foot and bicycle, public transit and automobiles. Evaluate streets and potential enhancements based on surrounding land use, street function and desired character and by relying on the place-based approach to circulation planning articulated in the General Plan. Take potential improvement measures ranging from physical design treatment of the street environment to social and programmatic responses appropriate to the particular street context. o Policy CR1.1: Balanced Modes of Travel and Equitable Access – Encourage multiple circulation options in the City and work with transit operators to ensure equitable access for all members of the community. o Policy CR1.2: An Interconnected Street System – Promote an interconnected system of streets that adequately serves current and future travel needs. o Policy CR1.3: Local and Regional Transportation Linkages – Enhance circulation linkages within the City and region.
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o Policy CR1.4: Expanded and Affordable Public Transit – Coordinate with regional transportation agencies and support enhanced and expanded public transit to improve mobility options for residents and visitors. o Policy CR1.5: Safe and Convenient Walking and Bicycling – Promote walking and bicycling as a safe and convenient mode of transportation. o Policy CR1.6: Comprehensive Network of Multi-Use Trails – Develop a comprehensive network of multi-use trails including to enhance bicycle and pedestrian connectivity throughout the City and the region. o Policy CR1.8: Place-Based Circulation Approach – Promote the place-based planning approach and classification system. o Policy CR1.9: Place-Based Circulation Classification System and Multi-Modal Level of Service Standards – Classify all streets in the City to conform to the Place-Based Circulation Classification System discussed in the Circulation Element of the General Plan and adopt multi-modal level of service (MMLOS) standards that are consistent with each street type’s intended function and character. o Policy CR1.10: Vehicular Level of Service Standards for West County Routes of Regional Significance – Maintain vehicular level of service (LOS) standards for signalized intersections consistent with the Contra Costa Transportation Authority’s (CCTA) West County Action Plan for Routes of Regional Significance. Goal CR2: Walkable Neighborhoods and Complete Streets -- Activate the public right-of-way and improve the experience of moving people between key destinations at the pedestrian level. In order to make walking and bicycling a more attractive options, enhance connectivity between neighborhoods, schools, the workplace, and daily goods and services so that reaching key destinations is safer and more convenient. Contribute to walkability and livability by promoting mixed-use and complete streets, high-quality pedestrian environments, context-based street design, and efficient public transit. o Policy CR2.2: Complete Streets – Promote mixed-use urban streets that balance public transit, walking and bicycling with other modes of travel. o Policy CR2.3: Integrated Bicycle and Pedestrian System – Plan, construct and maintain a safe, comprehensive and integrated bicycle and pedestrian system. Goal CR3: A Safe and Well-maintained Circulation System – In order to create a safe and efficient circulation system, emphasize on-going street maintenance and safety improvements that consider all modes of transportation including walking, bicycling, and public transit. Require new facilities and infrastructure as development occurs in order to meet the needs of all users while enhancing mobility and connectivity. o Policy CR3.1: Safety and Accessibility – Enhance safety and accessibility for pedestrians, bicyclists and transit riders. o Policy CR3.3: Concurrent Infrastructure Development – Require concurrent infrastructure development for new and redevelopment projects that may have a significant impact on the existing circulation system including streets, trails, sidewalks, bicycle paths and public transit. Goal CR5: Sustainable and Green Practices – In order to create sustainable and clean circulation options, encourage the use of low-impact alternative fuels and new technologies and implement transportation demand management programs. Encourage measures to treat and retain storm water in the design of pedestrian and parking amenities. o Policy CR5.1: Transportation Demand Management – Promote transportation demand management (TDM) strategies among residents and businesses to reduce reliance on automobiles. o Policy CR5.2: Renewable Energy and Clean Technology – Promote the use of renewable energy, including non-fossil fuels, and clean technology for transportation including public transit and goods movement. o Policy CR5.3: Green Streets – Promote the development of street design elements that incorporate natural storm water drainage and landscaping in new and retrofitted streets.
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Bicycle Master Plan
Like the Richmond General Plan 2030, the City of Richmond Bicycle Master Plan (November 1, 2011) outlines action items necessary to complete the planned bikeway system and supporting facilities within the City. The Bicycle Master Plan contains the following goals and objectives:
Goal 1: Expand the city’s bicycle routes and parking facilities into an extensive, well-connected and well- designed network, and improve and maintain these facilities over time. o Objective: Increase the number of bikeway miles by 75 percent, complete all gaps in the Bay Trail and double the number of bicycle parking spaces. Goal 2: Increase the number of people of all ages and backgrounds who bicycle for transportation, recreation and health. o Objective: Double the number of trips made by bicycle. Goal 3: Make the streets safer for bicyclists, not only during the day but also at night. o Objective: Reduce the number of bicycle fatalities and injuries by 25 percent (even as the number of bicyclists increases). Goal 4: Incorporate the needs and concerns of cyclists in all transportation and development projects. o Objective: Adopt, institutionalize and have relevant City departments implement a “Complete Streets” policy and bicycle‐friendly design standards and guidelines for streets and developments.
Pedestrian Plan
The City of Richmond Pedestrian Plan (November 1, 2011) provides guidance to improve the safety, convenience and appeal of walking throughout the City of Richmond. The Pedestrian Plan contains the following goals:
Increased Safety. Streets will be developed and retrofitted to accommodate all types of users. Designs and devices will produce speed moderation, visibility, awareness and communication for motorists and non- motorists alike. Improved Security. Streets, trails and other public spaces will be designed and improved to create active places that are watched over, maintained and that project a sense of control and community ownership. Improved Connectivity. A range of strategies and solutions will address physical barriers to walking, such as dead-end streets, railroad right of ways, wide roadways, and wide, complex intersections. Increased Equity. Walking, the cheapest form of transportation, will be a safe, viable and convenient choice for those who cannot afford, are unable, or choose not to drive a car. Improved Health. Walking and bicycling, the healthiest forms of transportation, will become desirable alternatives for trips to daily destinations. Increased Sustainability. Walking and bicycling in the city will reduce the number of vehicle miles Richmond residents and visitors travel, and will reduce associated climate change, air and water quality impacts from vehicle emissions. Opportunities will be identified to convert excess paved rights of way to lower impact spaces with trees and landscaping. Neighborhood and Downtown Revitalization. Improvements to the streets and pedestrian realm will beautify the public realm and set the stage for new investment in private property that can help fund improvements and attract development that supports walking, bicycling and the use of transit.
Contra Costa Transportation Authority (CCTA) and West Contra Costa Transportation Advisory Committee (WCCTAC)
The CCTA is the County agency established to implement Measure C passed by voters in 1998 and its extension, Measure J, passed in 2004. These measures increased sales tax by one-half percent to fund a list of specific transportation improvement projects in Contra Costa County. Measure C also required the development of a Growth Management Program (GMP) to help control the spread of congestion.
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CCTA serves as the Congestion Management Agency (CMA) for Contra Costa County. CCTA adopted the county’s first Congestion Management Program (CMP) in October 1991. The most recent CMP was adopted by CCTA in 2013. The CMP requires an analysis of any project that is expected to generate more than 100 peak hour vehicle trips. The project would generate 101 trips during the p.m. peak hour, therefore an analysis of CMP facilities in the study area was conducted.
The CCTA includes several Regional Transportation Planning Committees that cover specific sub-areas of the County. Richmond is within the purview of the West Contra Costa County Transportation Advisory Committee (WCCTAC). The WCCTAC regularly updates the West County Action Plan for Routes of Regional Significance. The Action Plan assesses transportation issues within West Contra Costa County and outlines a recommended package of goals, objectives and actions for addressing those issues. The final draft of the West County Action Plan for Routes of Regional Significance was adopted in September 2017.
The Action Plan designates Routes of Regional Significance and sets Multi-modal Traffic Service Objectives (MTSOs) for each route. The Routes of Regional Significance near the project site are Richmond Parkway, I-580, and I-80. The MTSO for Richmond Parkway is to maintain a signalized intersection delay of LOS D or better. The MTSO for I-580 is to maintain a Delay Index of 2.5 or less, Delay Index defined as the ratio between travel time on a segment of road during congested conditions, and the travel time on the same segment during uncongested, free-flow conditions. The MTSO for I-80 is to maintain a Delay Index of 3.0 or less and increase HOV lane usage by 10 percent over 2013 levels.
Transportation Demand Management
The Richmond Municipal Code (adopted September 10, 2019) contains Article 15.04.612 on Transportation Demand Management. The specific purposes of the Article are to promote maximum efficiency in the existing transportation system, and to further the transportation goals of the Measure C and Measure J Growth Management Programs, Contra Costa's Countywide Transportation Plan and Congestion Management Program, and the San Francisco Bay Area Clean Air Plan, including reducing total vehicle miles traveled (VMT), while enhancing access and expanding mobility. The requirements of the Article apply to new multi-unit developments of ten units or more. The performance requirements are as follows:
All projects subject to the requirements of this Article shall incorporate measures to reduce to the extent feasible single-occupant vehicle trip generation rates 15 percent below the standard rates as established in the most recent edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual by promoting walking, cycling, public transit, and ridesharing/vanpooling, and/or discouraging single-occupant vehicle travel, ensure that the average VMT by residents or workers in the development, or students or workers in schools, is less than the average citywide VMT. This performance target is consistent with the General Plan and the version of Plan Bay Area effective in 2016. GreenTRIP Certification. Residential developments that obtain GreenTRIP Certification from TransForm, or other equivalent certification, prior to issuance of a certificate of occupancy, shall be deemed to have met this performance requirement.
Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes during the a.m. and p.m. peak periods. This condition does not include project-generated traffic volumes.
Under existing conditions, all study intersections operate at acceptable levels of service during the a.m. and p.m. peak hours, except that San Pablo Avenue/Richmond Parkway operates at LOS E during the a.m. peak hour and Castro Street/I-580 West Ramps and San Pablo Avenue/Richmond Parkway operate at LOS F and E, respectively, during the p.m. peak hour. Castro Street/I-580 West Ramps is under the jurisdiction of Caltrans, so the p.m. operation of LOS F does not meet the adopted standards. The existing traffic volumes are shown in Figure 2.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 13 LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 199 (470) 51 (325) 1300(498) 420(372) 26 (324) 203 (117) 367(256) 563(741)
(599)253 (195)142 (1356)269 (1249)593 (1243)713 (0) 0 (8) 11 (144)200
5 6 7 44(485) 51 (115) 45(101) 25 (31) 151(86) 13(7) 173(172)
(10) 4 (27) 11 (42)86 (220)213 (3) 1
1 2 4 3
1 2 3 4 49(373) 150(575) 48(4) 5 (3) 50(126) 102(194)
(4) 17 (75) 0 (695)119 (1049)241 (18) 1 (74) 97 (71)21 (87) 76
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 2 – Existing Traffic Volumes
A summary of the intersection level of service calculations is contained in Table 3, and copies of the Level of Service calculations are provided in Appendix A.
Table 3 – Existing Peak Hour Intersection Levels of Service Study Intersection AM Peak PM Peak Approach Delay LOS Delay LOS 1. Marine St/I-580 East Ramps 1.3 A 1.5 A 2. Castro St/I-580 West Ramps 41.7 D 95.7 F 3. Canal Blvd/I-580 East Ramps 36.2 D 11.6 B 4. Canal Blvd/I-580 West Ramps 8.2 A 14.4 B 5. Giant Rd/Richmond Pkwy Ramp to Giant Rd 6.5 A 6.5 A 6. Giant Rd/Giant Hwy 8.6 A 10.8 B 7. Markovich Ln/Richmond Pkwy Ramp to Giant Rd 1.5 A 1.4 A Southbound (Markovich Ln) Approach 10.4 B 10.8 B 8. San Pablo Ave/Richmond Pkwy 73.9 E 58.7 E 9. Blume Dr-I-80 South Ramps/Richmond Pkwy 41.8 D 36.6 D 10. I-80 North Ramps/Fitzgerald Dr 8.3 A 9.9 A Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation
Background Conditions
Recent a.m. and p.m. peak hour forecasts from the Contra Costa County Travel Demand model were reviewed for roadway segments in the study area. The 2018 and 2040 growth forecasts (roadway segment link volumes) were used to derive an annual growth rate. It was assumed that the roadway network would be the same under background conditions and cumulative conditions as under existing conditions; in other words, no improvements at any of the study intersections were assumed. Background operating conditions include existing vehicle turning movements plus the five-year estimated growth between the existing and cumulative model runs using the Contra Costa County Travel Demand model outputs. Under these conditions, all study intersections would be expected to continue operating at acceptable levels of service except San Pablo Avenue/Richmond Parkway, which would operate unacceptably at LOS F during the a.m. peak hour and Castro Street/I-580 West Ramps and San Pablo Avenue/Richmond Parkway which would continue to operate at LOS F and E, respectively, during the p.m. peak hour. These results are summarized in Table 4 and Background volumes are shown in Figure 3.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 15 LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 210 (502) 54 (347) 1368(532) 442(397) 26 (324) 214 (125) 387(274) 563(741)
(639)267 (208)150 (1356)269 (1333)624 (1326)751 (0) 0 (9) 12 (154)211
5 6 7 47(198) 54 (123) 48(108) 27 (34) 159(92) 14(8) 182(184)
(11) 5 (29) 12 (45)91 (235)225 (4) 2
1 2 4 3
1 2 3 4 52(398) 158(614) 51(5) 6 (4) 53(135) 108(207)
(5) 18 (80) 0 (742)126 (1119)254 (20) 2 (79)103 (76)23 (93) 80
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 3 – Background Traffic Volumes
Table 4 – Background Peak Hour Intersection Levels of Service Study Intersection AM Peak PM Peak Approach Delay LOS Delay LOS 1. Marine St/I-580 East Ramps 1.3 A 1.5 A 2. Castro St/I-580 West Ramps 41.5 D 115.1 F 3. Canal Blvd/I-580 East Ramps 48.1 D 12.7 B 4. Canal Blvd/I-580 West Ramps 8.6 A 17.0 B 5. Giant Rd/Richmond Pkwy Ramp to Giant Rd 6.6 A 6.7 A 6. Giant Rd/Giant Hwy 8.7 A 11.3 B 7. Markovich Ln/Richmond Pkwy Ramp to Giant Rd 1.6 A 1.5 A Southbound (Markovich Ln) Approach 10.6 B 11.0 B 8. San Pablo Ave/Richmond Pkwy 82.4 F 68.7 E 9. Blume Dr-I-80 South Ramps/Richmond Pkwy 45.4 D 41.8 D 10. I-80 North Ramps/Fitzgerald Dr 8.3 A 11.0 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation
Cumulative Conditions
The annual growth rates derived from the Contra Costa County Travel Demand model are 1.04 percent for the a.m. peak hour and 1.33 percent for the p.m. peak hour. Since these growth rates were based on the County Travel Demand model, they account for any potential future development contained in the regional plan, which includes projects not yet identified or approved as well as overall regional traffic growth. These growth rates were applied to existing volumes for both the a.m. and p.m. peak hours to forecast the cumulative condition future traffic demand.
Under the anticipated Cumulative volumes, the study intersections would be expected to continue operating at acceptable Levels of Service except for Castro Street/I-580 East Ramps and San Pablo Avenue/Richmond Parkway, which would be expected to operate at LOS E and F, respectively, during the a.m. peak hour, and Castro Street/I- 580 West Ramps, San Pablo Avenue/Richmond Parkway, and Blume Drive-I-80 South Ramps/Richmond Parkway, which would be expected to operate at LOS E or F during the p.m. peak hour. Cumulative volumes are shown in Figure 4 and operating conditions are summarized in Table 5.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 17 LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 243 (602) 63 (416) 1584(638) 512(476) 32 (415) 248 (150) 448(328) 686(948)
(767)309 (250)174 (1735)328 (1598)723 (1591)869 (0) 0 (11) 14 (185)244
5 6 7 54(237) 63 (148) 55(130) 31 (40) 184(111) 16(9) 211(221)
(13) 5 (35) 14 (54)105 (282)260 (4) 2
1 2 4 3
1 2 3 4 60(478) 183(736) 59(6) 7 (4) 61(162) 125(249)
(6) 21 (96) 0 (890)145 (1342)294 (24) 2 (95)119 (91)26 (112) 93
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 4 – Cumulative Traffic Volumes
Table 5 – Cumulative Peak Hour Intersection Levels of Service Study Intersection AM Peak PM Peak Approach Delay LOS Delay LOS 1. Marine St/I-580 East Ramps 1.3 A 1.5 A 2. Castro St/I-580 West Ramps 41.4 D 133.2 F 3. Canal Blvd/I-580 East Ramps 61.1 E 16.8 B 4. Canal Blvd/I-580 West Ramps 9.1 A 25.9 C 5. Giant Rd/Richmond Pkwy Ramp to Giant Rd 6.7 A 6.9 A 6. Giant Rd/Giant Hwy 8.8 A 12.3 B 7. Markovich Ln/Richmond Pkwy Ramp to Giant Rd 1.6 A 1.6 A Southbound (Markovich Ln) Approach 10.7 B 11.6 B 8. San Pablo Ave/Richmond Pkwy 98.2 F 93.4 F 9. Blume Dr-I-80 South Ramps/Richmond Pkwy 52.1 D 60.8 E 10. I-80 North Ramps/Fitzgerald Dr 8.5 A 14.4 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation.
Project Description
The proposed project would include construction of 102 single family homes on the Richmond County Club near the terminus of Markovich Lane in the City of Richmond. The project site is 27.05 acres in size and is located on the western portion of the Richmond Country Club site. The site consists of undeveloped land and a portion of the golf course. The proposed project site plan is shown in Figure 5.
Trip Generation
The anticipated trip generation for the proposed project was estimated using standard rates published by the ITE in Trip Generation Manual, 10th Edition, 2017 for Single Family Detached Housing (Land Use #210), as this description most closely matches the proposed project. The site is currently undeveloped and therefore not generating any trips. The proposed project is not anticipated to be subject to any internal capture trip or pass-by trip credits. Based on application of these assumptions, the proposed project is expected to generate an average of 963 trips per day, including 75 a.m. peak hour trips and 101 trips during the p.m. peak hour. These results are summarized in Table 6.
Table 6 – Trip Generation Summary Land Use Units Daily AM Peak Hour PM Peak Hour Rate Trips Rate Trips In Out Rate Trips In Out Single Family Detached 102 du 9.44 963 0.74 75 19 56 0.99 101 64 37 Housing Note: du = dwelling unit
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 19 Project Site Not to Scale 8 Markovich 9 Ln 10 6 7 5
1 2 4 3
Source: MLC Holdings, Inc. 12/19 ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 5 – Site Plan
Trip Distribution
The Contra Costa County Travel Demand Model was used to estimate relative trip distribution patterns within the study area by comparing relative vehicle demands at major roadways and then applying manual adjustments for rounding. Since major modifications to the roadway network in Richmond are not anticipated, the same trip distribution was used for all study periods and conditions. The applied distribution assumptions and resulting trips are shown in Table 7.
Table 7 – Trip Distribution Assumptions Route Percent Daily Trips AM Trips PM Trips To/From I-80 (North) 30% 289 23 31 To/From I-80 (South) 25% 241 19 25 To/From I-580 (West) 14% 135 10 14 To/From Canal Blvd (South) 1% 10 1 1 To/From I-580 (East) 14% 135 10 14 To/From San Pablo Ave (North) 5% 48 4 5 To/From Fitzgerald Dr (North) 4% 38 3 4 To/From Giant Road (North) 3% 29 2 3 To/From Giant Road (South) 4% 38 3 4 TOTAL 100% 963 75 101
Vehicle Miles Traveled
Average Citywide VMT
To estimate the average citywide VMT, commuting to work data available from the US Census (2017) for the City of Richmond was used. This data summarizes the “home to work” distance traveled within the study area and does not include nuisances like short distance mid-day trips, school-related trips or chained trips between the workplace and home. According to this data, the majority (38.4 percent) of workers in the study area travel less than 10 miles between their home and work. This data is summarized in Table 8. The average VMT for a project generating 963 net-new daily trips in the City of Richmond would be 21,720 vehicle-miles daily. This is equivalent to an average distance of 22.6 miles per trip per day.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 21
Table 8 – Citywide Vehicle Miles Traveled Estimated Home to Work Trip Distance Percent Daily Trips VMT (rounded up to nearest 10) Less than 10 miles 38.4% 370 1,850 10 to 24 miles 30.9% 298 5,070 25 to 50 miles 15.2% 146 5,480 Greater than 50 miles 15.5% 149 9,320 TOTAL 100% 963 21,720 Notes: 1) VMT = Vehicle Miles Traveled 2) Source for home to work percent estimates are: https://onthemap.ces.census.gov/ 3) A representative mid-point distance was used within each distance range to calculate VMT from daily number of trips; a distance of 62.5 miles was used for the “greater than 50 miles” category.
Project Generated VMT
To estimate the project generated VMT, the proposed project was evaluated using the California Emissions Estimator Model (CalEEMod, version 2016.3.1). CalEEMod is a statewide land use emissions model used to quantify potential emissions impacts associated with a variety of land use projects. The model quantifies direct emissions, including vehicle use, and indirect emissions, including energy and water use. The model was developed for California Air Pollution Control Officers Association (CAPCOA) and incorporates the mitigation measures outlined in Quantifying Greenhouse Gas Mitigation Measures, CAPCOA 2010.
CalEEMod estimates vehicle travel as a function of land use and geographic location using ITE standard trip generation rates and trip length data collected from various jurisdictions around the State of California. Using this data, CalEEMod is able to determine the number of VMT for a given development. The model output includes both unmitigated and mitigated annual VMT calculated using the same average trip length. The unmitigated VMT is expected to be 6,097 vehicle-miles daily, or approximately 6.3 miles traveled per vehicle per day.
Per the Richmond Municipal Code, the average VMT by residents in the proposed development should be less than the average citywide VMT. The expected VMT for the proposed project is 15,623 fewer daily vehicle-miles than the average VMT for a project generating the same number of trips in the City of Richmond.
Finding – The proposed project is expected to be compliant with Richmond Municipal Code, because the estimated project generated VMT is less than the average VMT expected for a project generating the same number of trips in the City of Richmond. Therefore, the project will not cause a significant impact to the regional VMT.
Vehicle Trip Reduction
The City of Richmond has adopted serval measures in the Municipal Code to reduce vehicle trips through TDM strategies. A well-lighted path or sidewalk utilizing the most direct route to the nearest transit stop from the project site is a measure to promote use of non-auto and shared mobility options. The project should incorporate measures to reduce single-occupant vehicle trips by implementing a TDM plan. Additionally, the project developer should seek GreenTRIP Certification from TransForm or other equivalent certification.
Recommendation – The project should implement a TDM plan in effort to reduce VMT. The project developer should pursue measures to have the residential development deemed GreenTRIP certified prior to the issuance of a certificate of occupancy
Transportation Impact Analysis for the Richmond Country Club 22 May 6, 2020
Intersection Operation
Existing plus Project Conditions
Upon adding project-related traffic to Existing volumes the study intersections are expected to continue operating at the same Levels of Service as without the project-generated trips. These results are summarized in Table 9. Project traffic volumes are shown in Figure 6 and Existing plus Project volumes are shown in Figure 7.
Table 9 – Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection Existing Conditions Existing plus Project Approach AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Marine St/I-580 East Ramps 1.3 A 1.5 A 1.3 A 1.5 A 2. Castro St/I-580 West Ramps 41.7 D 95.7 F 41.6 D 97.9 F 3. Canal Blvd/I-580 East Ramps 36.2 D 11.6 B 37.8 D 11.7 B 4. Canal Blvd/I-580 West Ramps 8.2 A 14.4 B 8.2 A 14.7 B 5. Giant Rd/Richmond Pkwy Ramp to 6.5 A 6.5 A 6.5 A 6.6 A Giant Rd 6. Giant Rd/Giant Hwy 8.6 A 10.8 B 8.6 A 10.8 B 7. Markovich Ln/Richmond Pkwy Ramp 1.5 A 1.4 A 2.6 A 2.1 A to Giant Rd Southbound (Markovich Ln) Approach 10.4 B 10.8 B 11.4 B 11.8 B 8. San Pablo Ave/Richmond Pkwy 73.9 E 58.7 E 74.2 E 59.4 E 9. Blume Dr-I-80 South Ramps/ 41.8 D 36.6 D 41.8 D 37.0 D Richmond Pkwy 10. I-80 North Ramps/Fitzgerald Dr 8.3 A 9.9 A 8.3 A 10.0 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation.
It should be noted that with the addition of project-related traffic volumes, average delay at Castro Street/I-580 West Ramps would be expected to decrease during the a.m. peak hour. While this is counter-intuitive, this condition occurs when a project adds trips to movements that are currently underutilized or have delays that are below the intersection average, resulting in a better balance between approaches and lower overall average delay. The conclusion could incorrectly be drawn that the project actually improves operation based on this data alone; however, it is more appropriate to conclude that the project trips are expected to make use of excess capacity, so drivers will experience little, if any, change in conditions as a result of the project.
Although the intersection of San Pablo Avenue/Richmond Parkway would operate at LOS E during both the a.m. and p.m. peak hours and Castro Street/I-580 West Ramps would operate at LOS F during the p.m. peak hour, the impacts at these intersections are considered acceptable under the applicable criteria wherein the average control delay for intersections operating at LOS E or worse without the project must increase by more than 5 seconds or deteriorate from LOS E to LOS F. The change in delay at these intersections is less than five seconds.
Finding – The study intersections are expected to continue operating at acceptable levels of service upon the addition of project-generated traffic, except Castro Street/I-580 West Ramps and San Pablo Avenue/Richmond Parkway, which operate at LOS E or F with or without the addition of project-generated traffic. Although these
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 23 LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 0 (0) 0(0) 10(38) 5(19) 0(0) 0 (0) 0(0) 1(3)
(2) 3 (9)14 (2) 2 (0)33 (13)19 (11)17 (0) 0 (0) 0
5 6 7 2(1) 2(1) 0(0) 17(60) 2(1) 0(0) 0 (0)
(0)0 (4)2 (0)0 (0)0 (0)0
1 2 4 3
1 2 3 4 0(0) 2(9) 0(0) 0(0) 0(0) 0(0)
(0)0 (0)0 (0)0 (9)3 (0)0 (0)0 (0)0 (0)0
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 6 – Project Traffic Volumes LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 199 (470) 51 (325) 1310(536) 425(391) 26 (324) 203 (117) 367(256) 564(744)
(601)256 (204)156 (1358)271 (1271)626 (1256)732 (0) 0 (8) 11 (144)200
5 6 7 46(486) 53 (116) 45(101) 42 (91) 153(87) 13(7) 173(172)
(10) 4 (31) 13 (42)86 (220)213 (3) 1
1 2 4 3
1 2 3 4 49(373) 152(584) 48(4) 5 (3) 50(126) 102(194)
(4) 17 (75) 0 (695)119 (1058)244 (18) 1 (74) 97 (71)21 (87) 76
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 7 – Existing plus Project Traffic Volumes
intersections would operate below level of service standards, because the project would be expected to increase the delay by less than five seconds, the impact is considered acceptable.
Background plus Project Conditions
With project-generated traffic added to Background volumes the study intersections would be expected to continue operating at the same Levels of Service as without the project. Again, San Pablo Avenue/Richmond Parkway is expected to operate at LOS F without or with the project during the a.m. peak hour. Castro Street/I- 580 West Ramps and San Pablo Avenue/Richmond Parkway are expected to operate at LOS F and E, respectively, during the p.m. peak hour, with or without the project. The resulting increase in delay at these intersections due to project-related traffic is less than five seconds during both peak hours thus the impact is considered acceptable. These results are summarized in Table 10, and Background plus Project volumes are shown in Figure 8.
Table 10 – Background and Background plus Project Peak Hour Intersection Levels of Service Study Intersection Background Conditions Background plus Project Approach AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Marine St/I-580 East Ramps 1.3 A 1.5 A 1.3 A 1.5 A 2. Castro St/I-580 West Ramps 41.5 D 115.1 F 41.4 D 117.5 F 3. Canal Blvd/I-580 East Ramps 48.1 D 12.7 B 49.6 D 12.8 B 4. Canal Blvd/I-580 West Ramps 8.6 A 17.0 B 8.6 A 17.5 B 5. Giant Rd/Richmond Pkwy Ramp to 6.6 A 6.7 A 6.6 A 6.7 A Giant Rd 6. Giant Rd/Giant Hwy 8.7 A 11.3 B 8.7 A 11.4 B 7. Markovich Ln/Richmond Pkwy Ramp 1.6 A 1.5 A 2.6 A 2.1 A to Giant Rd Southbound (Markovich Ln) Approach 10.6 B 11.0 B 11.6 B 12.2 B 8. San Pablo Ave/Richmond Pkwy 82.4 F 68.7 E 82.6 F 69.5 E 9. Blume Dr-I-80 South Ramps/ 45.4 D 41.8 D 45.6 D 42.3 D Richmond Pkwy 10. I-80 North Ramps/Fitzgerald Dr 8.3 A 11.0 B 8.4 A 11.0 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation.
Finding – The study intersections are expected to continue operating at acceptable levels of service upon the addition of project-generated traffic except at Castro Street/I-580 West Ramps and San Pablo Avenue/Richmond Parkway. Although these intersections would operate below the level of service standards, because the increase in delay is less than five seconds, under the applicable criterion it is considered an acceptable impact.
Cumulative plus Project Conditions
Upon the addition of project-generated traffic to the anticipated Cumulative volumes, all the study intersections would be expected to operate at acceptable levels of service, with the exceptions of Castro Street/I-580 East Ramps and San Pablo Avenue/Richmond Parkway, which are expected to operate at LOS F and F, respectively, during the a.m. peak hour, and Castro Street/I-580 West Ramps, San Pablo Avenue/Richmond Parkway, and Blume Drive-I-80 South Ramps/Richmond Parkway, which are expected to operate at LOS E or F during the p.m. peak
Transportation Impact Analysis for the Richmond Country Club 26 May 6, 2020 LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 210 (502) 54 (347) 1378(570) 447(416) 28 (346) 214 (125) 387(274) 594(794)
(641)270 (217)164 (1449)285 (1355)657 (1339)770 (0) 0 (9) 12 (154)211
5 6 7 49(199) 56 (124) 48(108) 44 (94) 161(93) 14(8) 182(184)
(11) 5 (33) 14 (45)91 (235)225 (4) 2
1 2 4 3
1 2 3 4 52(398) 160(623) 51(5) 6 (4) 53(135) 108(207)
(5) 18 (80) 0 (742)126 (1128)257 (20) 2 (79)103 (76)23 (93) 80
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 8 – Background plus Project Traffic Volumes
hour. The Cumulative plus Project operating conditions are summarized in Table 11, and Cumulative plus Project volumes are shown in Figure 9.
Table 11 – Cumulative and Cumulative plus Project Peak Hour Intersection Levels of Service Study Intersection Cumulative Conditions Cumulative plus Project Approach AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Marine St/I-580 East Ramps 1.3 A 1.5 A 1.3 A 1.5 A 2. Castro St/I-580 West Ramps 41.4 D 133.2 F 41.4 D 135.4 F 3. Canal Blvd/I-580 East Ramps 61.1 E 16.8 B 62.8 E 17.0 B 4. Canal Blvd/I-580 West Ramps 9.1 A 25.9 C 9.1 A 26.9 C 5. Giant Rd/Richmond Pkwy Ramp to 6.7 A 6.9 A 6.8 A 7.0 A Giant Rd 6. Giant Rd/Giant Hwy 8.8 A 12.3 B 8.8 A 12.4 B 7. Markovich Ln/Richmond Pkwy Ramp 1.6 A 1.6 A 2.6 A 2.2 A to Giant Rd Southbound (Markovich Ln) Approach 10.7 B 11.6 B 11.8 B 12.9 B 8. San Pablo Ave/Richmond Pkwy 98.2 F 93.4 F 98.5 F 94.4 F 9. Blume Dr-I-80 South Ramps/ 52.1 D 60.8 E 52.5 D 61.8 E Richmond Pkwy 10. I-80 North Ramps/Fitzgerald Dr 8.5 A 14.4 B 8.5 A 14.5 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation.
Finding – The study intersections are expected to continue operating at acceptable levels of service upon the addition of project-generated traffic to cumulative volumes except at the intersections of Castro Street/I-580 West Ramps, Canal Boulevard/I-580 East Ramps, San Pablo Avenue/Richmond Parkway, and Blume Drive-I-80 South Ramps/Richmond Parkway, which operate at LOS E or F without or with project-generated traffic added. Because the project would increase average control delay by less than five seconds, under the applicable criteria this is considered an acceptable impact.
At-Grade Railroad Crossing
The Burlington-Northern Santa Fe (BNSF) Railway operates freight service within the project vicinity on railroads owned by Union Pacific Railroad (UPRR). BNSF operates longer trains that block road crossings for extended periods of time. According to an agreement between the City of Richmond and BNSF, trains are not permitted to block crossings for longer than 10 minutes unless they are continuously moving through the crossing in the same direction or if no vehicle or pedestrian is waiting at the crossing. Of the study intersections, only Giant Road/Giant Highway is subject to train blockages. There are an estimated 26 train movements crossing this at-grade location per day, with 13 train movements occurring between 6:00 a.m. and 6:00 p.m. This is approximately one train movement per hour.
The at-grade crossing has existing regulatory signs such as crossbuck (R15-1) signs, railroad crossing (W10-1 and W10-2) signs, and no train horn (W10-9) signs. A review of existing conditions in the field determined that the northbound approach W10-9 sign is partially obscured by paint, and there is no eastbound approach W10-9 sign. Chapter 8B of the CA-MUTCD provides guidance on signage and markings at the location of a grade crossing. At
Transportation Impact Analysis for the Richmond Country Club 28 May 6, 2020 LEGEND Study Intersection Project xx AM Peak Hour Volume Site (xx) PM Peak Hour Volume Not to Scale 8 Markovich 9 Ln 10 6 7 5
8 9 10 243 (602) 63 (416) 1594(676) 517(495) 32 (415) 248 (150) 448(328) 687(951)
(769)312 (259)188 (1737)330 (1620)756 (1604)888 (0) 0 (11) 14 (185)244
5 6 7 56(238) 65 (149) 55(130) 48 (100) 186(112) 16(9) 211(221)
(13) 5 (39) 16 (54)105 (282)260 (4) 2
1 2 4 3
1 2 3 4 60(478) 185(745) 59(6) 7 (4) 61(162) 125(249)
(6) 21 (96) 0 (890)145 (1351)297 (24) 2 (95)119 (91)26 (112) 93
ric022.ai 2/20 Transportation Impact Analysis for the Richmond Country Club Project Figure 9 – Cumulative plus Project Traffic Volumes
grade crossings, the “Look” (R15-8) sign should be mounted as a supplemental plaque on the crossbuck support, or on a separate post in the immediate vicinity of the crossing. It is recommended that R15-8 “Look” signs be installed on all four approaches to the Giant Road/Giant Highway intersection, and that W10-9 “No Train Horn” signs be installed on the northbound and eastbound approaches.
The effect of railroad gate down-time is that drivers are delayed as they wait to cross the tracks and vehicle queues form on the streets. During peak commute times when traffic volumes are higher, there is increased potential for conflicts and safety concerns associated with vehicles, bicyclists, and pedestrians, which must stay clear of the tracks. Train blockages at Giant Road/Giant Highway during peak hours occur infrequently (approximately once per hour) and cause brief queues that do not back up to upstream intersections.
Finding – Intersection operations during the a.m. and p.m. peak hour at Giant Road/Giant Highway is minimally impacted due to train crossings.
Recommendation – Signage near the at-grade railroad crossing at the intersection of Giant Road/Giant Highway should be improved by installing W10-9 “No Train Horn” signs on the northbound and eastbound approaches and R15-8 “Look” signs on all four approaches to the intersection.
Delay Index along Routes of Regional Significance
The methodology used to calculate the Delay Index (DI) is defined by the CCTA Technical Procedures. The projected performance of the DI is calculated by estimating the additional congested travel time caused by the project on the key CMP routes. This estimation is based on the assigned networks from the CCTA Countywide Travel Demand Model during a.m. and p.m. peak hours, which contain a congested travel time and an uncongested, or free-flow, travel time for each link. This increase in travel time was compared to the no-build results to determine if the project impact on the Delay Index would be significant. While CCTA has not established a threshold for impact, a 5-percent change in delay index with the project over the no-project could be considered an impact
The following steps have been taken to calculate the Delay Index (DI).
1. Prepare a.m. and p.m. peak-period runs of the CCTA Countywide Travel Demand Model for the 2040 no-build condition. 2. Estimate the congested travel time for the key CMP routes by summing the congested travel time for all links of the study segments on these routes. 3. Divide the estimated future year no-build congested travel time by the estimate of uncongested travel time for the key CMP routes to get the no-build scenario estimate of Delay Index for the route. 4. Prepare a.m. and p.m. peak-period runs of the CCTA Countywide Travel Demand Model for the 2040 build (2040 no-build plus Project) condition. 5. Estimate the congested travel time for the routes of regional significance by summing the congested travel time for all links of the study segments on these routes. 6. Divide the estimated of “build” congested travel time by the estimated uncongested travel time for the routes to get the build scenario estimate of Delay Index for the routes.
Table 12 summarizes the Delay Indices and congested speeds calculated based on the 2040 no-build and 2040 build scenarios from the CCTA Countywide Travel Demand Model with Association of Bay Area Governments (ABAG) Plan Bay Area sociodemographic assumptions. The Delay Index was computed for the following three key Regional CMP Routes within West Contra Costa that the project could potentially impact.
Richmond Parkway Interstate 80 Interstate 580
Transportation Impact Analysis for the Richmond Country Club 30 May 6, 2020
Table 12 – Cumulative 2040 Conditions Delay Index on CMP Routes Roadway Segment Peak 2040 No Project 2040 Project Change Significant Hour Condition Condition in Impact? Speed Delay Speed Delay Delay (mph) Index (mph) Index Index Richmond Parkway between I-80 and AM 43 1.0 43 1.0 0.0 No I-580-Northbound PM 28 1.6 27 1.6 0.0 No Richmond Parkway between I-80 and AM 14 3.0 15 2.9 -0.1 No I-580-Southbound PM 43 1.0 43 1.0 0.0 No I-80 between Richmond Parkway and AM 35 1.6 35 1.6 0.0 No City Boundary (Cerrito Creek) - PM 14 3.9 14 4.0 0.1 No Northbound I-80 between Richmond Parkway and AM 11 5.6 11 5.6 0.0 No City Boundary (Cerrito Creek) - PM 33 1.8 34 1.8 0.0 No Southbound I-580 between Richmond Parkway and AM 30 2.0 31 2.0 0.0 No City Boundary (Cerrito Creek) - PM 47 1.3 47 1.3 0.0 No Eastbound I-580 between Richmond Parkway and AM 49 1.2 49 1.2 0.0 No City Boundary (Cerrito Creek) - PM 28 2.1 28 2.2 0.1 No Westbound Source: CCTA Decennial Model & Kittelson and Associates, Inc., 2020 Note: Speed and Delay Index computed by the CCTA Travel Demand Model
Finding – Based on the results shown in Table 12, the Project is not expected to increase the Delay Index above significant levels identified in the CCTA Technical Procedures and the threshold of 5-percent established above, therefore the Project will cause a less-than-significant impact to the CMP routes.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 31
Alternative Modes
Pedestrian Facilities
The proposed site plan identifies sidewalks and one crosswalk to be constructed within the project site, connecting the residences to each other. Sidewalks and crosswalks are not generally provided on Markovich Lane in the area immediately outside of the site. Pedestrians walking to or from the site would be limited to using undeveloped road shoulders.
Project Site – Walking access within the site is generally acceptable. Sidewalks are located throughout the site.
Finding – Pedestrian access between the project site and Markovich Lane is inadequate.
Recommendation – The applicant should construct sidewalk along Markovich Lane between the site and the nearest transit stop to enable pedestrian access. Upon completion of the construction of sidewalk, pedestrian facilities serving the site would be adequate.
Bicycle Facilities
Existing bicycle facilities on the Richmond Parkway Ramp to Giant Road together with shared use of minor streets provide adequate access for bicyclists.
Finding – Bicycle facilities serving the project site are adequate.
Transit
Existing transit routes are adequate to accommodate potential project-generated transit trips based on the number of routes and frequency of service. Existing stops on Giant Road are within approximately one-half mile walking distance of the site. Based on field observations, ridership on buses serving Routes 71 and 376 is relatively low with many seats observed to be unoccupied. The volume of riders expected to be generated by the project would likely not exceed the carrying capacity of the existing bus service near the project site. However, the most direct route between the bus stops and the project site involves using Richmond Parkway Ramp to Giant Road and Giant Road, which both have unimproved shoulders with no sidewalks.
Finding – Transit facilities serving the project site are adequate.
Recommendation – Pedestrian connectivity between the project site and the nearest transit facility should be improved along Richmond Parkway Ramp to Giant Road and Giant Road to accommodate project-generated transit trips.
Transportation Impact Analysis for the Richmond Country Club 32 May 6, 2020
Access and Circulation
Site Access
The project would be accessed via one new public street connection with Markovich Lane. The existing Richmond Country Club entry gate would be relocated approximately 140 feet to the north, so that residents of the single- family homes would have unrestricted access to the new street connection. The new street would be 28 feet wide with continuous sidewalks along both sides and one lane of travel in each direction, terminating in a cul-de-sac at the northern end.
Finding – Site ingress and egress would be provided via Markovich Lane and a proposed new street connection. Access to the project site would be adequate.
Sight Distance
Sight distance along Markovich Lane at the location of the proposed street connection was evaluated based on sight distance criteria contained in the Highway Design Manual published by Caltrans. The recommended sight distance at intersections of public streets is based on corner sight distances, while recommended sight distances for minor street approaches that are either a private road or a driveway are based on stopping sight distance. Both use the approach travel speeds as the basis for determining the recommended sight distance. Additionally, the stopping sight distance needed for a following driver to stop if there is a vehicle waiting to turn into a side street or driveway is evaluated based on stopping sight distance criterion and the approach speed on the major street.
For the posted 15-mph speed limit on Markovich Lane, the recommended corner sight distance is 165 feet and the recommended stopping sight distance is 100 feet. Based on a review of field conditions, sight lines at the proposed street connection extend more than 200 feet in each direction, which would be more than adequate for the posted speed limit.
Finding – Adequate corner and stopping sight distances would be available to accommodate turns into and out of the project site.
Access Analysis
Left-Turn Lane Warrants The need for a left-turn lane on Markovich Lane at the new street connection was evaluated based on criteria contained in the Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985, as well as an update of the methodology developed by the Washington State Department of Transportation and published in the Method For Prioritizing Intersection Improvements, January 1997. The NCHRP report references a methodology developed by M. D. Harmelink that includes equations that can be applied to expected or actual traffic volumes in order to determine the need for a left-turn pocket based on safety issues.
Based on Cumulative plus Project volumes, as well as safety criteria, a left-turn lane would not be warranted on Markovich Lane at the new street connection. A sensitivity analysis indicates that volumes on Markovich Lane as well as turning into the site would need to more than quadruple before a left-turn lane would be warranted. Copies of the Turn Lane Warrant Spreadsheets are provided in Appendix B.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 33
Finding – A left-turn lane on Markovich Lane at the new street connections would not be warranted under volumes for the Cumulative plus Project scenarios during both the a.m. and p.m. peak hours.
Traffic Signal Warrants
A signal warrant study was performed for the intersections of Giant Road/Giant Highway and Markovich Lane/ Richmond Parkway Ramp to Giant Road. Chapter 4C of the CA-MUTCD provides guidance on when a traffic signal should be considered. There are nine different warrants, or criteria, but for the purposes of this study, only Warrant 3 (the peak hour warrant) was evaluated.
Warrant 3: Under the Peak Hour Warrant the need for a traffic control signal shall be considered if an engineering study finds that the criteria in either of the following two categories are met:
A. If all three of the following conditions exist for the same one hour (any four consecutive 15-minute periods) of an average day:
1. The total stopped time delay experienced by the traffic on one minor-street approach (one direction only) controlled by a STOP sign equals or exceeds: four vehicle-hours for a one-lane approach; or five vehicle-hours for a two-lane approach, and 2. The volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes, and 3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for intersections with four or more approaches. B. The plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-street approach (one direction only) for one hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4C-3 for the existing combination of approach lanes.
The intersections of Giant Road/Giant Highway and Markovich Lane/Richmond Parkway Ramp to Giant Road would not warrant a traffic signal under Cumulative plus Project volumes during both the a.m. and p.m. peak hours. Copies of the Signal Warrant Spreadsheets are provided in Appendix C.
Finding – The Peak Hour Volume warrant would not be met under either a.m. or p.m. peak hour Cumulative plus Project volumes at the intersections of Giant Road/Giant Highway and Markovich Lane/Richmond Parkway Ramp to Giant Road.
On-Site Circulation
On-site circulation was evaluated to determine if the layout would provide adequate circulation for vehicles maneuvering through the new street connection. Based on a review of the site plan, the new street connection is expected to provide an acceptable circulation system. The planned width of the new street connection, 28 feet, would not provide enough width for on- street parking on both sides of the street. It is recommended that parking be restricted to only one side of the street, in addition to driveways and private garages.
Emergency Vehicle Access
The proposed site plan would provide a 20-foot wide all-weather emergency vehicle access road from Giant Road to the northern end of the new street connection. The access road would not be accessible to the public; the terminus on the new street connection would be barred by protective bollards, and the terminus on Giant Road
Transportation Impact Analysis for the Richmond Country Club 34 May 6, 2020
would be gated with a Knox Box. It is recommended that Richmond Fire Department review this site plan to confirm compliance with their minimum requirements for fire truck access.
Finding – On-site circulation is expected to operate acceptably.
Recommendations – The applicant should consult with the Richmond Fire Department to confirm that the site plan is consistent with minimum standards for fire truck access. On-street parking should be prohibited on one side of the new street connection.
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Parking
The project was analyzed to determine whether the proposed parking supply would be sufficient to satisfy City of Richmond parking supply requirements which are based on the City of Richmond Municipal Code, Article 15.04.607; Parking and Loading Standards. The proposed project would provide each single-family home with an attached garage with capacity for two standard vehicles. Additionally, each residence would have a driveway with a minimum 20-foot setback that has the potential to accommodate two additional vehicles. The proposed parking supply of 204 internal garage spaces, with 204 additional driveway parking spaces, is anticipated to adequately accommodate the estimated parking demand based on City Code, as shown in Table 13.
Table 13 – Parking Analysis Summary Land Use Units Supply City Requirements (spaces) Rate Spaces Required Residential Single Unit 102 du 204 garage spaces 2.0 per du 204 204 driveway spaces Notes: du = dwelling unit
Finding – The proposed parking supply for the project, in addition to on-street parking, would be adequate to meet the City’s parking requirements and substantially exceeds the requirement.
Bicycle Parking
The City of Richmond’s Municipal Code also stipulates the City’s bicycle parking requirements for new developments. According to the City of Richmond Municipal Code, bicycle parking is not required for Single Unit dwellings. For the proposed project, bicycle parking would not be required, however bicycle parking would be adequate because the units have private garages for bicycle storage.
Transportation Impact Analysis for the Richmond Country Club 36 May 6, 2020
Conclusions and Recommendations
Conclusions
The proposed project would generate an average of 963 daily trips, including 75 new trips during the a.m. peak hour and 101 new trips during the p.m. peak hour.
The unmitigated annual VMT for the proposed project is 6,097 vehicle-miles daily, which is less than the citywide average VMT for a project generating the same number of trips in the City of Richmond.
All study intersections are expected to continue operating acceptably under Existing and Background conditions without and with the project, except for the intersections of Castro Street/I-580 West Ramps during the p.m. peak hour and San Pablo Avenue/Richmond Parkway during both the a.m. and p.m. peak hours, which operate at LOS E or F.
Under Cumulative conditions, the intersections of Castro Street/I-580 West Ramps, Canal Boulevard/I-580 East Ramps, San Pablo Avenue/Richmond Parkway, and Blume Drive-I-80 South Ramps/Richmond Parkway would operate at unacceptable levels of service with or without the project.
The project’s impact on the study intersections would be within the range of added delay that is considered acceptable under the applicable standards.
The at-grade railroad in the vicinity of the project intersection at Giant Road/Giant Highway would minimally impact intersection operation during the a.m. and p.m. peak hour.
The project is not expected to increase the Delay Index above significant levels identified in the CCTA Technical Procedures or above 5 percent, therefore the project will not cause a significant impact to the CMP routes.
Bicycle and transit facilities are adequate to serve the project site.
Pedestrian facilities within the vicinity of the project site are not adequate.
Site access and circulation is expected to operate acceptably.
A dedicated left-turn lane would not be warranted on Markovich Lane at the new street connection created by the project.
The Peak Hour Volume Warrant indicating potential need for a traffic signal was not met under Cumulative plus Project volumes during both the a.m. and p.m. peak hours at Giant Road/Giant Highway and Markovich Lane/Richmond Parkway Ramp to Giant Road.
The proposed parking supply satisfies City requirements. Bicycle parking is not necessary because private garages would provide adequate bicycle storage.
Recommendations
The project should implement a TDM plan and the developer should obtain GreenTRIP (or equivalent) certification prior to the issuance of a certificate of occupancy.
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 37
Sidewalk should be constructed between the project site and the nearest transit stop to enable pedestrian access and project-generated transit trips.
The applicant should consult with the Richmond Fire Department to confirm that the site plan is consistent with minimum standards for fire truck access.
Transportation Impact Analysis for the Richmond Country Club 38 May 6, 2020
Study Participants and References
Study Participants
Principal in Charge Mark E. Spencer, TE Traffic Engineer Kenny Jeong, PE Assistant Engineer Allison Woodworth, EIT Graphics Hannah Yung-Boxdell, Katia Wolfe Editing/Formatting Hannah Yung-Boxdell Quality Control Dalene J. Whitlock, PE, PTOE
References
Alameda-Contra Costa Transit District, http://www.actransit.org Amtrak, Amtrak, https://www.amtrak.com/ Bay Area Rapid Transit, https://www.bart.gov/ California Manual on Uniform Traffic Control Devices for Streets and Highways, California Department of Transportation, 2014 City of Richmond Bicycle Master Plan, Fehr & Peers, 2011 City of Richmond Pedestrian Master Plan, Local Government Commission, 2011 Contra Costa Transportation Authority Travel Demand Model, https://ccta.net/2018/10/19/travel-demand- model/ Design Information Bulletin Number 89: Class IV Bikeway Guidance (Separated Bikeways/Cycle Tracks), California Department of Transportation, 2015 Google Earth, http://earth.google.com/ Highway Capacity Manual, Transportation Research Board, 2010 Highway Design Manual, 6th Edition, California Department of Transportation, 2017 Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985 Method for Prioritizing Intersection Improvements, Washington State Transportation Center, 1997 Richmond General Plan 2030, City of Richmond, 2012 Richmond Municipal Code, Municipal Code Corporation, 2017 San Francisco Bay Area Water Emergency Transportation Authority, https://sanfranciscobayferry.com/ Technical Procedures, Contra Costa Transportation Authority, 2013 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, 2017 United States Census Bureau, https://www.census.gov/2010census/ West County Action Plan for Routes of Regional Significance, West Contra Costa Transportation Advisory Committee, 2017
RIC022
Transportation Impact Analysis for the Richmond Country Club May 6, 2020 39
Appendix A
Intersection Level of Service Calculations
Transportation Impact Analysis for the Richmond Country Club May 2020 A
HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 17 241 0 0 353 0 Traffic Volume (veh/h) 0 1 21 50 48 49 31 216 135 241 433 66 Future Volume (veh/h) 17 241 0 0 353 0 Future Volume (veh/h) 0 1 21 50 48 49 31 216 135 241 433 66 Number 7 4 1 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 22 305 447 0 Adj Flow Rate, veh/h 0 1 24 56 56 56 35 245 0 274 492 75 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 1 1 2121121 Peak Hour Factor 0.79 0.79 0.79 0.79 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 130 1901 0 0 Cap, veh/h 2 904 768 106 1094 1860 168 335 244 354 707 316 Arrive On Green 0.56 0.56 0.00 0.00 Arrive On Green 0.00 0.49 0.49 0.06 0.59 0.59 0.09 0.09 0.00 0.20 0.20 0.20 Sat Flow, veh/h 233 3481 0 Sat Flow, veh/h 1774 1863 1583 1774 1863 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 175 152 0.0 Grp Volume(v), veh/h 0 1 24 56 56 56 35 245 0 274 492 75 Grp Sat Flow(s),veh/h/ln 1851 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 0.5 0.5 Q Serve(g_s), s 0.0 0.0 0.9 3.4 1.4 0.8 2.0 7.4 0.0 16.1 14.2 4.4 Cycle Q Clear(g_c), s 0.5 0.5 Cycle Q Clear(g_c), s 0.0 0.0 0.9 3.4 1.4 0.8 2.0 7.4 0.0 16.1 14.2 4.4 Prop In Lane 0.13 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1039 993 Lane Grp Cap(c), veh/h 2 904 768 106 1094 1860 168 335 244 354 707 316 V/C Ratio(X) 0.17 0.15 V/C Ratio(X) 0.00 0.00 0.03 0.53 0.05 0.03 0.21 0.73 0.00 0.77 0.70 0.24 Avail Cap(c_a), veh/h 7169 6853 Avail Cap(c_a), veh/h 177 904 768 150 1094 1860 295 589 358 529 1055 472 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.93 0.93 0.93 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 0.0 14.6 14.8 50.2 9.7 9.5 46.0 48.4 0.0 41.7 40.9 37.0 Incr Delay (d2), s/veh 0.1 0.1 Incr Delay (d2), s/veh 0.0 0.0 0.1 3.8 0.0 0.0 0.6 3.1 0.0 4.1 1.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.2 %ile BackOfQ(50%),veh/ln0.0 0.0 0.4 1.8 0.7 0.4 1.0 3.7 0.0 8.3 7.1 2.0 LnGrp Delay(d),s/veh 1.3 1.3 LnGrp Delay(d),s/veh 0.0 14.6 14.9 54.0 9.7 9.5 46.6 51.5 0.0 45.7 42.2 37.4 LnGrp LOS A A LnGrp LOS B B D A A D D D D D Approach Vol, veh/h 327 Approach Vol, veh/h 25 168 280 841 Approach Delay, s/veh 1.3 Approach Delay, s/veh 14.9 24.4 50.9 42.9 Approach LOS A Approach LOS B C D D Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.6 Phs Duration (G+Y+Rc), 11.3s 58.0 26.2 0.0 69.2 14.6 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 45.0 Max Green Setting (Gmax),* 9.3 s 31.9 * 33 * 11 30.2 18.3 Max Q Clear Time (g_c+I1), s 2.5 Max Q Clear Time (g_c+I1),5.4 s 2.9 18.1 0.0 3.4 9.4 Green Ext Time (p_c), s 2.1 Green Ext Time (p_c), s 0.0 0.0 3.9 0.0 0.5 1.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.3 HCM 2010 Ctrl Delay 41.7 HCM 2010 LOS A HCM 2010 LOS D Notes
01 AM Existing Synchro 10 Report 01 AM Existing Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 119 97 76 00001391996403810 Traffic Volume (veh/h) 0 0 0 102 5 150 52 216 0 0 922 337 Future Volume (veh/h) 119 97 76 00001391996403810 Future Volume (veh/h) 0 0 0 102 5 150 52 216 0 0 922 337 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 119 124 84 0 153 219 703 419 0 Adj Flow Rate, veh/h 111 5 163 57 235 0 0 1002 366 Adj No. of Lanes 1 1 1 0 1 2 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 249 262 221 0 361 614 635 2269 0 Cap, veh/h 294 13 273 124 2281 0 0 1866 791 Arrive On Green 0.14 0.14 0.14 0.00 0.20 0.20 0.36 0.65 0.00 Arrive On Green 0.17 0.17 0.17 0.07 0.65 0.00 0.00 0.51 0.51 Sat Flow, veh/h 1757 1845 1561 0 1845 3136 1757 3597 0 Sat Flow, veh/h 1685 76 1565 1757 3597 0 0 3689 1565 Grp Volume(v), veh/h 119 124 84 0 153 219 703 419 0 Grp Volume(v), veh/h 116 0 163 57 235 0 0 1002 366 Grp Sat Flow(s),veh/h/ln1757 1845 1561 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1760 0 1565 1757 1752 0 0 1845 1565 Q Serve(g_s), s 2.1 2.1 1.6 0.0 2.4 2.0 12.0 1.6 0.0 Q Serve(g_s), s 2.3 0.0 3.8 1.2 1.0 0.0 0.0 7.4 6.0 Cycle Q Clear(g_c), s 2.1 2.1 1.6 0.0 2.4 2.0 12.0 1.6 0.0 Cycle Q Clear(g_c), s 2.3 0.0 3.8 1.2 1.0 0.0 0.0 7.4 6.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.96 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 249 262 221 0 361 614 635 2269 0 Lane Grp Cap(c), veh/h 307 0 273 124 2281 0 0 1866 791 V/C Ratio(X) 0.48 0.47 0.38 0.00 0.42 0.36 1.11 0.18 0.00 V/C Ratio(X) 0.38 0.00 0.60 0.46 0.10 0.00 0.00 0.54 0.46 Avail Cap(c_a), veh/h 1296 1361 1152 0 1027 1746 635 3535 0 Avail Cap(c_a), veh/h 1208 0 1074 351 3366 0 0 2531 1074 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 13.1 13.1 12.9 0.0 11.7 11.5 10.6 2.3 0.0 Uniform Delay (d), s/veh 14.6 0.0 15.2 17.9 2.6 0.0 0.0 6.7 6.4 Incr Delay (d2), s/veh 0.5 0.5 0.4 0.0 1.1 0.5 69.0 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 1.5 1.0 0.0 0.0 0.0 0.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.0 1.1 0.7 0.0 1.3 0.9 17.8 0.8 0.0 %ile BackOfQ(50%),veh/ln 1.2 0.0 1.7 0.6 0.5 0.0 0.0 3.7 2.7 LnGrp Delay(d),s/veh 13.7 13.6 13.3 0.0 12.8 12.0 79.6 2.4 0.0 LnGrp Delay(d),s/veh 15.2 0.0 16.8 18.9 2.6 0.0 0.0 7.1 7.0 LnGrp LOS B B B B B F A LnGrp LOS B B B A A A Approach Vol, veh/h 327 372 1122 Approach Vol, veh/h 279 292 1368 Approach Delay, s/veh 13.6 12.4 50.7 Approach Delay, s/veh 16.1 5.8 7.0 Approach LOS B B D Approach LOS B A A Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 15.0s 10.5 7.7 25.5 Phs Duration (G+Y+Rc), s 30.1 5.8 24.3 10.0 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 38.5 8.0 27.5 27.5 Max Q Clear Time (g_c+I1),14.0 s 4.4 4.1 3.6 Max Q Clear Time (g_c+I1), s 3.0 3.2 9.4 5.8 Green Ext Time (p_c), s 0.0 2.1 0.7 3.0 Green Ext Time (p_c), s 1.6 0.0 10.9 1.4 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 36.2 HCM 2010 Ctrl Delay 8.2 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
01 AM Existing Synchro 10 Report 01 AM Existing Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh 8.6 Movement WBL WBR NBT NBR SBL SBT Intersection LOS A Lane Configurations Traffic Volume (veh/h) 151 51 60 122 97 80 Future Volume (veh/h) 151 51 60 122 97 80 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 4 86 1 13 45 44 4 9 27 73 4 8 Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00 Future Vol, veh/h 4 86 1 13 45 44 4 9 27 73 4 8 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 164 55 65 133 105 87 Mvmt Flow 4 90 1 14 47 46 4 9 28 76 4 8 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 355 317 197 403 658 681 Opposing Lanes 1 2 2 1 Arrive On Green 0.20 0.20 0.37 0.37 0.37 0.37 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 539 1102 1180 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 164 55 0 198 105 87 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1640 1180 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.8 0.6 0.0 1.9 1.5 0.7 HCM Control Delay 8.5 8.6 8.1 8.9 Cycle Q Clear(g_c), s 1.8 0.6 0.0 1.9 3.4 0.7 HCM LOS A A A A Prop In Lane 1.00 1.00 0.67 1.00
Lane Grp Cap(c), veh/h 355 317 0 600 658 681 V/C Ratio(X) 0.46 0.17 0.00 0.33 0.16 0.13 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 2027 1809 0 2249 1844 2554 Vol Left, % 10% 4% 0% 13% 95% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 22% 96% 0% 44% 5% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 68% 0% 100% 43% 0% 100% Uniform Delay (d), s/veh 7.7 7.2 0.0 5.0 6.3 4.6 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.9 0.3 0.0 0.3 0.1 0.1 Traffic Vol by Lane 40 90 1 102 77 8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 4 4 0 13 73 0 %ile BackOfQ(50%),veh/ln1.0 0.3 0.0 0.9 0.5 0.4 Through Vol 9 86 0 45 4 0 LnGrp Delay(d),s/veh 8.6 7.5 0.0 5.3 6.4 4.7 RT Vol 27 0 1 44 0 8 LnGrp LOS A A A A A Lane Flow Rate 42 94 1 106 80 8 Approach Vol, veh/h 219 198 192 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.4 5.3 5.6 Degree of Util (X) 0.055 0.13 0.001 0.141 0.124 0.01 Approach LOS A A A Departure Headway (Hd) 4.774 4.998 4.273 4.767 5.549 4.37 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 751 720 840 754 648 821 Assigned Phs 2 6 8 Service Time 2.796 2.713 1.988 2.783 3.267 2.088 Phs Duration (G+Y+Rc), s 13.0 13.0 8.9 HCM Lane V/C Ratio 0.056 0.131 0.001 0.141 0.123 0.01 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 8.1 8.5 7 8.6 9.1 7.1 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAAAAA Max Q Clear Time (g_c+I1), s 3.9 5.4 3.8 HCM 95th-tile Q 0.2 0.4 0 0.5 0.4 0 Green Ext Time (p_c), s 1.2 0.8 0.6 Intersection Summary HCM 2010 Ctrl Delay 6.5 HCM 2010 LOS A
01 AM Existing Synchro 10 Report 01 AM Existing Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 253 593 11 203 1300 199 22 347 123 147 753 698 Traffic Vol, veh/h 11 213 173 25 40 23 Future Volume (veh/h) 253 593 11 203 1300 199 22 347 123 147 753 698 Future Vol, veh/h 11 213 173 25 40 23 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 269 631 12 216 1383 0 23 369 131 156 801 743 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 92 92 92 92 92 92 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 12 232 188 27 43 25 Cap, veh/h 317 1758 33 202 1590 495 52 1019 456 180 1275 570 Arrive On Green 0.09 0.34 0.34 0.06 0.31 0.00 0.03 0.29 0.29 0.10 0.36 0.36 Sat Flow, veh/h 3442 5138 98 3442 5085 1583 1774 3539 1583 1774 3539 1583 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 269 416 227 216 1383 0 23 369 131 156 801 743 Conflicting Flow All 215 0 - 0 342 108 Grp Sat Flow(s),veh/h/ln 1721 1695 1846 1721 1695 1583 1774 1770 1583 1774 1770 1583 Stage 1 - - - - 202 - Q Serve(g_s), s 10.5 12.5 12.6 8.0 34.9 0.0 1.7 11.3 8.7 11.8 25.5 49.0 Stage 2 - - - - 140 - Cycle Q Clear(g_c), s 10.5 12.5 12.6 8.0 34.9 0.0 1.7 11.3 8.7 11.8 25.5 49.0 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.05 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 317 1160 632 202 1590 495 52 1019 456 180 1275 570 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 0.85 0.36 0.36 1.07 0.87 0.00 0.44 0.36 0.29 0.86 0.63 1.30 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 331 1208 658 202 1641 511 274 1392 623 222 1275 570 Pot Cap-1 Maneuver 1352 - - - 628 925 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 812 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 872 - Uniform Delay (d), s/veh 60.8 33.6 33.6 64.0 44.1 0.0 64.9 38.5 37.6 60.2 36.0 43.5 Platoon blocked, % - - - Incr Delay (d2), s/veh 17.4 0.3 0.6 82.3 5.5 0.0 4.3 0.4 0.6 23.2 1.3 148.8 Mov Cap-1 Maneuver 1352 - - - 622 925 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 622 - %ile BackOfQ(50%),veh/ln 5.7 5.9 6.5 6.1 17.2 0.0 0.9 5.6 3.9 6.9 12.7 45.0 Stage 1 - - - - 805 - LnGrp Delay(d),s/veh 78.3 33.9 34.2 146.3 49.7 0.0 69.2 38.9 38.2 83.4 37.3 192.4 Stage 2 - - - - 872 - LnGrp LOS E C C F D E D D F D F
Approach Vol, veh/h 912 1599 523 1700 Approach EB WB SB Approach Delay, s/veh 47.0 62.7 40.1 109.3 HCM Control Delay, s 0.4 0 10.4 Approach LOS D E D F HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 15.0 54.1 10.0 57.0 19.0 50.0 19.8 47.2 Capacity (veh/h) 1352 - - - 622 925 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.009 - - - 0.07 0.027 Max Green Setting (Gmax), s 8.0 48.5 21.0 49.0 13.1 43.9 17.0 * 54 HCM Control Delay (s) 7.7 - - - 11.2 9 Max Q Clear Time (g_c+I1), s 10.0 14.6 3.7 51.0 12.5 36.9 13.8 13.3 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 7.2 0.0 0.0 0.0 5.6 0.1 5.5 HCM 95th %tile Q(veh) 0 - - - 0.2 0.1 Intersection Summary HCM 2010 Ctrl Delay 73.9 HCM 2010 LOS E Notes
01 AM Existing Synchro 10 Report 01 AM Existing Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 142 713 200 367 420 51 77 27 256 30 562 1264 Traffic Volume (veh/h) 0 269 0 0 563 26 205 0 134 0 0 0 Future Volume (veh/h) 142 713 200 367 420 51 77 27 256 30 562 1264 Future Volume (veh/h) 0 269 0 0 563 26 205 0 134 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 153 767 215 395 452 0 83 29 275 32 604 0 Adj Flow Rate, veh/h 0 292 0 0 612 0 223 0 146 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 201 1985 618 392 729 620 202 581 862 49 799 629 Cap, veh/h 0 2331 1043 0 2331 1043 499 0 229 Arrive On Green 0.11 0.39 0.39 0.12 0.40 0.00 0.11 0.31 0.31 0.03 0.23 0.00 Arrive On Green 0.00 0.67 0.00 0.00 0.67 0.00 0.15 0.00 0.15 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2739 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 153 767 215 395 452 0 83 29 275 32 604 0 Grp Volume(v), veh/h 0 292 0 0 612 0 223 0 146 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1369 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 9.5 12.3 10.9 13.0 22.2 0.0 5.0 1.2 8.6 2.0 18.1 0.0 Q Serve(g_s), s 0.0 1.5 0.0 0.0 3.4 0.0 2.9 0.0 4.2 Cycle Q Clear(g_c), s 9.5 12.3 10.9 13.0 22.2 0.0 5.0 1.2 8.6 2.0 18.1 0.0 Cycle Q Clear(g_c), s 0.0 1.5 0.0 0.0 3.4 0.0 2.9 0.0 4.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 201 1985 618 392 729 620 202 581 862 49 799 629 Lane Grp Cap(c), veh/h 0 2331 1043 0 2331 1043 499 0 229 V/C Ratio(X) 0.76 0.39 0.35 1.01 0.62 0.00 0.41 0.05 0.32 0.65 0.76 0.00 V/C Ratio(X) 0.00 0.13 0.00 0.00 0.26 0.00 0.45 0.00 0.64 Avail Cap(c_a), veh/h 347 1985 618 392 729 620 233 812 1206 95 1267 997 Avail Cap(c_a), veh/h 0 2331 1043 0 2331 1043 1681 0 773 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 48.5 24.4 24.0 49.9 27.4 0.0 46.4 26.9 29.5 54.3 40.7 0.0 Uniform Delay (d), s/veh 0.0 3.0 0.0 0.0 3.3 0.0 18.8 0.0 19.4 Incr Delay (d2), s/veh 2.3 0.6 1.5 47.1 3.9 0.0 0.5 0.0 0.2 5.3 2.1 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.3 0.0 0.5 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.8 5.8 4.9 8.6 12.1 0.0 2.4 0.6 3.3 1.1 9.0 0.0 %ile BackOfQ(50%),veh/ln0.0 0.7 0.0 0.0 1.7 0.0 1.4 0.0 2.0 LnGrp Delay(d),s/veh 50.8 25.0 25.6 97.0 31.3 0.0 46.9 27.0 29.7 59.6 42.8 0.0 LnGrp Delay(d),s/veh 0.0 3.1 0.0 0.0 3.6 0.0 19.3 0.0 21.6 LnGrp LOS D C C F C D C C E D LnGrp LOS A A B C Approach Vol, veh/h 1135 847 387 636 Approach Vol, veh/h 292 612 369 Approach Delay, s/veh 28.6 62.0 33.2 43.6 Approach Delay, s/veh 3.1 3.6 20.2 Approach LOS C E C D Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 49.6 16.7 29.9 16.6 49.7 6.9 39.7 Phs Duration (G+Y+Rc), s 37.0 11.3 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),15.0 s 14.3 7.0 20.1 11.5 24.2 4.0 10.6 Max Q Clear Time (g_c+I1), s 3.5 6.2 5.4 Green Ext Time (p_c), s 0.0 7.8 0.0 5.6 0.1 2.3 0.0 1.3 Green Ext Time (p_c), s 2.6 0.9 5.8 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 41.8 HCM 2010 Ctrl Delay 8.3 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
01 AM Existing Synchro 10 Report 01 AM Existing Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 4 1049 0 0 165 0 Traffic Volume (veh/h) 75 18 71 126 4 373 8 1412 63 362 383 5 Future Volume (veh/h) 4 1049 0 0 165 0 Future Volume (veh/h) 75 18 71 126 4 373 8 1412 63 362 383 5 Number 7 4 5 12 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 4 1179 185 0 Adj Flow Rate, veh/h 52 65 81 147 0 424 9 1605 0 411 435 6 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 2 0 2121121 Peak Hour Factor 0.89 0.89 0.89 0.89 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 8 2470 0 0 Cap, veh/h 115 398 338 193 0 643 707 1411 718 382 762 341 Arrive On Green 0.68 0.68 0.00 0.00 Arrive On Green 0.06 0.21 0.21 0.05 0.00 0.20 0.40 0.40 0.00 0.22 0.22 0.22 Sat Flow, veh/h 12 3713 0 Sat Flow, veh/h 1774 1863 1583 3548 0 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 634 549 0.0 Grp Volume(v), veh/h 52 65 81 147 0 424 9 1605 0 411 435 6 Grp Sat Flow(s),veh/h/ln 1862 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 0 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 2.6 2.3 Q Serve(g_s), s 4.2 4.3 6.4 6.1 0.0 18.5 0.5 59.8 0.0 32.3 16.5 0.4 Cycle Q Clear(g_c), s 2.6 2.3 Cycle Q Clear(g_c), s 4.2 4.3 6.4 6.1 0.0 18.5 0.5 59.8 0.0 32.3 16.5 0.4 Prop In Lane 0.01 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1271 1207 Lane Grp Cap(c), veh/h 115 398 338 193 0 643 707 1411 718 382 762 341 V/C Ratio(X) 0.50 0.45 V/C Ratio(X) 0.45 0.16 0.24 0.76 0.00 0.66 0.01 1.14 0.00 1.08 0.57 0.02 Avail Cap(c_a), veh/h 2018 1918 Avail Cap(c_a), veh/h 130 398 338 229 0 643 707 1411 718 382 762 341 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 67.6 48.1 48.9 69.9 0.0 55.0 27.3 45.1 0.0 58.9 52.6 46.4 Incr Delay (d2), s/veh 0.3 0.3 Incr Delay (d2), s/veh 2.7 0.9 1.7 11.6 0.0 2.5 0.0 71.1 0.0 67.8 1.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 1.2 %ile BackOfQ(50%),veh/ln2.2 2.3 2.9 3.3 0.0 8.3 0.2 43.1 0.0 23.0 8.2 0.2 LnGrp Delay(d),s/veh 1.5 1.4 LnGrp Delay(d),s/veh 70.3 49.0 50.6 81.6 0.0 57.5 27.3 116.2 0.0 126.6 53.7 46.4 LnGrp LOS A A LnGrp LOS E D D F E C F F D D Approach Vol, veh/h 1183 Approach Vol, veh/h 198 571 1614 852 Approach Delay, s/veh 1.5 Approach Delay, s/veh 55.2 63.7 115.7 88.8 Approach LOS A Approach LOS E E F F Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 16.1 Phs Duration (G+Y+Rc), 12.9s 36.6 36.5 14.4 35.1 64.0 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 17.4 Max Green Setting (Gmax),* 9.7 s 30.5 * 32 * 11 29.2 59.8 Max Q Clear Time (g_c+I1), s 4.6 Max Q Clear Time (g_c+I1),8.1 s 8.4 34.3 6.2 20.5 61.8 Green Ext Time (p_c), s 6.4 Green Ext Time (p_c), s 0.1 0.5 0.0 0.0 1.2 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.5 HCM 2010 Ctrl Delay 95.7 HCM 2010 LOS A HCM 2010 LOS F Notes
02 PM Existing Synchro 10 Report 02 PM Existing Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 Ramps/I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 695 74 87 00002432102722740 Traffic Volume (veh/h) 0 0 0 194 3 575 65 885 0 0 362 96 Future Volume (veh/h) 695 74 87 00002432102722740 Future Volume (veh/h) 0 0 0 194 3 575 65 885 0 0 362 96 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 763 0 89 0 338 154 278 280 0 Adj Flow Rate, veh/h 206 3 612 69 941 0 0 385 102 Adj No. of Lanes 2 0 1 0 2 1 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 1049 0 467 0 831 353 351 1781 0 Cap, veh/h 793 12 717 132 1391 0 0 958 406 Arrive On Green 0.30 0.00 0.30 0.00 0.23 0.23 0.20 0.51 0.00 Arrive On Green 0.46 0.46 0.46 0.08 0.40 0.00 0.00 0.26 0.26 Sat Flow, veh/h 3514 0 1565 0 3689 1568 1757 3597 0 Sat Flow, veh/h 1733 25 1567 1757 3597 0 0 3689 1563 Grp Volume(v), veh/h 763 0 89 0 338 154 278 280 0 Grp Volume(v), veh/h 209 0 612 69 941 0 0 385 102 Grp Sat Flow(s),veh/h/ln1757 0 1565 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1758 0 1567 1757 1752 0 0 1845 1563 Q Serve(g_s), s 7.0 0.0 1.5 0.0 2.8 3.1 5.4 1.5 0.0 Q Serve(g_s), s 3.5 0.0 16.7 1.8 10.7 0.0 0.0 4.2 2.5 Cycle Q Clear(g_c), s 7.0 0.0 1.5 0.0 2.8 3.1 5.4 1.5 0.0 Cycle Q Clear(g_c), s 3.5 0.0 16.7 1.8 10.7 0.0 0.0 4.2 2.5 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.99 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1049 0 467 0 831 353 351 1781 0 Lane Grp Cap(c), veh/h 805 0 717 132 1391 0 0 958 406 V/C Ratio(X) 0.73 0.00 0.19 0.00 0.41 0.44 0.79 0.16 0.00 V/C Ratio(X) 0.26 0.00 0.85 0.52 0.68 0.00 0.00 0.40 0.25 Avail Cap(c_a), veh/h 2376 0 1058 0 1884 801 582 3241 0 Avail Cap(c_a), veh/h 1003 0 894 292 2219 0 0 1493 632 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 11.4 0.0 9.4 0.0 12.0 12.1 13.8 4.8 0.0 Uniform Delay (d), s/veh 8.0 0.0 11.6 21.5 12.0 0.0 0.0 14.7 14.1 Incr Delay (d2), s/veh 0.4 0.0 0.1 0.0 0.5 1.2 3.0 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 6.3 1.2 0.6 0.0 0.0 0.4 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.4 0.0 0.7 0.0 1.5 1.4 2.9 0.7 0.0 %ile BackOfQ(50%),veh/ln 1.7 0.0 8.4 0.9 5.2 0.0 0.0 2.1 1.1 LnGrp Delay(d),s/veh 11.7 0.0 9.5 0.0 12.4 13.3 16.8 4.8 0.0 LnGrp Delay(d),s/veh 8.2 0.0 17.9 22.6 12.6 0.0 0.0 15.1 14.6 LnGrp LOS B A BBBA LnGrp LOS A B C B B B Approach Vol, veh/h 852 492 558 Approach Vol, veh/h 821 1010 487 Approach Delay, s/veh 11.5 12.7 10.8 Approach Delay, s/veh 15.4 13.2 15.0 Approach LOS B B B Approach LOS B B B Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 10.2s 12.2 13.8 22.4 Phs Duration (G+Y+Rc), s 23.1 6.6 16.5 25.1 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 30.5 8.0 19.5 27.5 Max Q Clear Time (g_c+I1),7.4 s 5.1 9.0 3.5 Max Q Clear Time (g_c+I1), s 12.7 3.8 6.2 18.7 Green Ext Time (p_c), s 0.3 3.1 1.6 1.9 Green Ext Time (p_c), s 6.5 0.0 3.2 3.3 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 11.6 HCM 2010 Ctrl Delay 14.4 HCM 2010 LOS B HCM 2010 LOS B Notes Notes
02 PM Existing Synchro 10 Report 02 PM Existing Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh10.8 Movement WBL WBR NBT NBR SBL SBT Intersection LOS B Lane Configurations Traffic Volume (veh/h) 86 115 182 146 88 103 Future Volume (veh/h) 86 115 182 146 88 103 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 10 42 3 7 101 185 9 21 11 134 12 3 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Future Vol, veh/h 10 42 3 7 101 185 9 21 11 134 12 3 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 93 125 198 159 96 112 Mvmt Flow 11 45 3 8 109 199 10 23 12 144 13 3 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 325 290 366 294 555 712 Opposing Lanes 1 2 2 1 Arrive On Green 0.18 0.18 0.38 0.38 0.38 0.38 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 958 769 1020 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 93 125 0 357 96 112 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1727 1020 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.0 1.5 0.0 3.5 1.8 0.9 HCM Control Delay 8.7 11.4 9.1 10.7 Cycle Q Clear(g_c), s 1.0 1.5 0.0 3.5 5.3 0.9 HCM LOS A B A B Prop In Lane 1.00 1.00 0.45 1.00
Lane Grp Cap(c), veh/h 325 290 0 660 555 712 V/C Ratio(X) 0.29 0.43 0.00 0.54 0.17 0.16 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 2030 1812 0 2372 1566 2558 Vol Left, % 22% 19% 0% 2% 92% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 51% 81% 0% 34% 8% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 27% 0% 100% 63% 0% 100% Uniform Delay (d), s/veh 7.7 7.9 0.0 5.3 7.3 4.4 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.2 0.4 0.0 0.7 0.1 0.1 Traffic Vol by Lane 41 52 3 293 146 3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 9 10 0 7 134 0 %ile BackOfQ(50%),veh/ln0.5 0.7 0.0 1.7 0.5 0.5 Through Vol 21 42 0 101 12 0 LnGrp Delay(d),s/veh 7.9 8.3 0.0 6.0 7.5 4.5 RT Vol 11 0 3 185 0 3 LnGrp LOS A A A A A Lane Flow Rate 44 56 3 315 157 3 Approach Vol, veh/h 218 357 208 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.1 6.0 5.9 Degree of Util (X) 0.069 0.086 0.004 0.424 0.26 0.004 Approach LOS A A A Departure Headway (Hd) 5.609 5.543 4.739 4.845 5.971 4.803 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 634 644 750 740 600 740 Assigned Phs 2 6 8 Service Time 3.686 3.302 2.498 2.885 3.734 2.566 Phs Duration (G+Y+Rc), s 13.3 13.3 8.5 HCM Lane V/C Ratio 0.069 0.087 0.004 0.426 0.262 0.004 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 9.1 8.8 7.5 11.4 10.8 7.6 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAABBA Max Q Clear Time (g_c+I1), s 5.5 7.3 3.5 HCM 95th-tile Q 0.2 0.3 0 2.1 1 0 Green Ext Time (p_c), s 2.3 1.0 0.3 Intersection Summary HCM 2010 Ctrl Delay 6.5 HCM 2010 LOS A
02 PM Existing Synchro 10 Report 02 PM Existing Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 599 1249 8 117 498 470 32 1052 102 128 279 159 Traffic Vol, veh/h 27 220 172 31 35 13 Future Volume (veh/h) 599 1249 8 117 498 470 32 1052 102 128 279 159 Future Vol, veh/h 27 220 172 31 35 13 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 637 1329 9 124 530 0 34 1119 109 136 297 169 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 96 96 96 96 96 96 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 28 229 179 32 36 14 Cap, veh/h 635 1623 11 163 904 281 58 1269 567 158 1469 656 Arrive On Green 0.18 0.31 0.31 0.05 0.18 0.00 0.03 0.36 0.36 0.09 0.42 0.42 Sat Flow, veh/h 3442 5211 35 3442 5085 1583 1774 3539 1579 1774 3539 1580 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 637 865 473 124 530 0 34 1119 109 136 297 169 Conflicting Flow All 211 0 - 0 366 106 Grp Sat Flow(s),veh/h/ln 1721 1695 1856 1721 1695 1583 1774 1770 1579 1774 1770 1580 Stage 1 - - - - 195 - Q Serve(g_s), s 27.2 34.8 34.8 5.2 14.1 0.0 2.8 43.7 7.0 11.1 7.9 10.3 Stage 2 - - - - 171 - Cycle Q Clear(g_c), s 27.2 34.8 34.8 5.2 14.1 0.0 2.8 43.7 7.0 11.1 7.9 10.3 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.02 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 635 1056 578 163 904 281 58 1269 567 158 1469 656 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 1.00 0.82 0.82 0.76 0.59 0.00 0.59 0.88 0.19 0.86 0.20 0.26 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 635 1138 623 163 1028 320 253 1332 595 181 1469 656 Pot Cap-1 Maneuver 1357 - - - 607 928 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 819 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 842 - Uniform Delay (d), s/veh 60.1 46.9 46.9 69.4 55.6 0.0 70.3 44.3 32.6 66.2 27.5 28.2 Platoon blocked, % - - - Incr Delay (d2), s/veh 36.5 5.1 8.9 17.7 1.1 0.0 6.8 7.4 0.3 28.3 0.1 0.4 Mov Cap-1 Maneuver 1357 - - - 594 928 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 594 - %ile BackOfQ(50%),veh/ln 16.1 17.1 19.3 2.9 6.7 0.0 1.5 22.6 3.1 6.7 3.9 4.6 Stage 1 - - - - 802 - LnGrp Delay(d),s/veh 96.6 52.0 55.8 87.1 56.7 0.0 77.1 51.7 32.8 94.5 27.6 28.6 Stage 2 - - - - 842 - LnGrp LOS F D E F E E D C F C C
Approach Vol, veh/h 1975 654 1262 602 Approach EB WB SB Approach Delay, s/veh 67.3 62.5 50.8 43.0 HCM Control Delay, s 0.8 0 10.8 Approach LOS E E D D HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 14.0 53.4 10.8 69.2 33.7 33.7 19.1 60.9 Capacity (veh/h) 1357 - - - 594 928 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.021 - - - 0.061 0.015 Max Green Setting (Gmax), s 7.0 49.5 21.0 49.0 27.2 29.8 15.0 * 56 HCM Control Delay (s) 7.7 - - - 11.5 8.9 Max Q Clear Time (g_c+I1), s 7.2 36.8 4.8 12.3 29.2 16.1 13.1 45.7 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 9.1 0.0 4.7 0.0 4.2 0.0 7.2 HCM 95th %tile Q(veh) 0.1 - - - 0.2 0 Intersection Summary HCM 2010 Ctrl Delay 58.7 HCM 2010 LOS E Notes
02 PM Existing Synchro 10 Report 02 PM Existing Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 195 1243 144 256 372 325 181 109 675 106 179 557 Traffic Volume (veh/h) 0 1356 0 0 741 324 118 0 286 0 0 0 Future Volume (veh/h) 195 1243 144 256 372 325 181 109 675 106 179 557 Future Volume (veh/h) 0 1356 0 0 741 324 118 0 286 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 201 1281 148 264 384 0 187 112 696 109 185 0 Adj Flow Rate, veh/h 0 1443 0 0 788 0 126 0 304 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 234 1772 552 412 626 532 246 549 819 108 766 603 Cap, veh/h 0 2083 932 0 2083 932 809 0 372 Arrive On Green 0.13 0.35 0.35 0.12 0.34 0.00 0.14 0.30 0.30 0.06 0.22 0.00 Arrive On Green 0.00 0.59 0.00 0.00 0.59 0.00 0.24 0.00 0.24 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2754 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 201 1281 148 264 384 0 187 112 696 109 185 0 Grp Volume(v), veh/h 0 1443 0 0 788 0 126 0 304 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1377 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 11.1 21.9 6.7 7.3 17.2 0.0 10.2 4.5 23.6 6.1 4.3 0.0 Q Serve(g_s), s 0.0 15.3 0.0 0.0 6.4 0.0 1.6 0.0 9.9 Cycle Q Clear(g_c), s 11.1 21.9 6.7 7.3 17.2 0.0 10.2 4.5 23.6 6.1 4.3 0.0 Cycle Q Clear(g_c), s 0.0 15.3 0.0 0.0 6.4 0.0 1.6 0.0 9.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 234 1772 552 412 626 532 246 549 819 108 766 603 Lane Grp Cap(c), veh/h 0 2083 932 0 2083 932 809 0 372 V/C Ratio(X) 0.86 0.72 0.27 0.64 0.61 0.00 0.76 0.20 0.85 1.01 0.24 0.00 V/C Ratio(X) 0.00 0.69 0.00 0.00 0.38 0.00 0.16 0.00 0.82 Avail Cap(c_a), veh/h 395 2259 703 447 654 556 266 924 1380 108 1441 1135 Avail Cap(c_a), veh/h 0 2083 932 0 2083 932 1502 0 691 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 42.1 27.9 23.0 41.6 27.3 0.0 41.0 26.1 32.8 46.6 32.0 0.0 Uniform Delay (d), s/veh 0.0 7.6 0.0 0.0 5.7 0.0 16.3 0.0 19.5 Incr Delay (d2), s/veh 4.2 0.9 0.3 2.8 1.8 0.0 9.6 0.2 2.7 89.1 0.2 0.0 Incr Delay (d2), s/veh 0.0 1.1 0.0 0.0 0.5 0.0 0.1 0.0 3.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.6 10.2 2.9 3.6 9.1 0.0 5.6 2.3 9.3 5.6 2.1 0.0 %ile BackOfQ(50%),veh/ln0.0 7.5 0.0 0.0 3.2 0.0 0.7 0.0 4.6 LnGrp Delay(d),s/veh 46.3 28.9 23.3 44.3 29.1 0.0 50.6 26.3 35.4 135.7 32.2 0.0 LnGrp Delay(d),s/veh 0.0 8.7 0.0 0.0 6.3 0.0 16.4 0.0 22.8 LnGrp LOS DCCDC DCDFC LnGrp LOS A A B C Approach Vol, veh/h 1630 648 995 294 Approach Vol, veh/h 1443 788 430 Approach Delay, s/veh 30.5 35.3 37.3 70.6 Approach Delay, s/veh 8.7 6.3 20.9 Approach LOS C D D E Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 15.7s 40.0 17.6 25.9 16.9 38.8 9.8 33.7 Phs Duration (G+Y+Rc), s 37.0 17.0 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),9.3 s 23.9 12.2 6.3 13.1 19.2 8.1 25.6 Max Q Clear Time (g_c+I1), s 17.3 11.9 8.4 Green Ext Time (p_c), s 0.3 11.0 0.1 1.7 0.2 2.3 0.0 3.8 Green Ext Time (p_c), s 10.5 0.9 7.5 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 36.6 HCM 2010 Ctrl Delay 9.9 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
02 PM Existing Synchro 10 Report 02 PM Existing Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 17 243 0 0 353 0 Traffic Volume (veh/h) 0 1 21 50 48 49 31 218 135 249 435 66 Future Volume (veh/h) 17 243 0 0 353 0 Future Volume (veh/h) 0 1 21 50 48 49 31 218 135 249 435 66 Number 7 4 1 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 22 308 447 0 Adj Flow Rate, veh/h 0 1 24 56 56 56 35 248 0 283 494 75 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 1 1 2121121 Peak Hour Factor 0.79 0.79 0.79 0.79 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 130 1909 0 0 Cap, veh/h 2 893 759 106 1084 1843 170 338 246 363 723 324 Arrive On Green 0.56 0.56 0.00 0.00 Arrive On Green 0.00 0.48 0.48 0.06 0.58 0.58 0.10 0.10 0.00 0.20 0.20 0.20 Sat Flow, veh/h 230 3483 0 Sat Flow, veh/h 1774 1863 1583 1774 1863 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 177 153 0.0 Grp Volume(v), veh/h 0 1 24 56 56 56 35 248 0 283 494 75 Grp Sat Flow(s),veh/h/ln 1851 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 0.5 0.5 Q Serve(g_s), s 0.0 0.0 0.9 3.4 1.4 0.8 2.0 7.5 0.0 16.6 14.2 4.4 Cycle Q Clear(g_c), s 0.5 0.5 Cycle Q Clear(g_c), s 0.0 0.0 0.9 3.4 1.4 0.8 2.0 7.5 0.0 16.6 14.2 4.4 Prop In Lane 0.12 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1042 996 Lane Grp Cap(c), veh/h 2 893 759 106 1084 1843 170 338 246 363 723 324 V/C Ratio(X) 0.17 0.15 V/C Ratio(X) 0.00 0.00 0.03 0.53 0.05 0.03 0.21 0.73 0.00 0.78 0.68 0.23 Avail Cap(c_a), veh/h 7139 6824 Avail Cap(c_a), veh/h 177 893 759 150 1084 1843 295 589 358 529 1055 472 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.93 0.93 0.93 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 0.0 14.9 15.1 50.2 9.9 9.8 45.9 48.4 0.0 41.4 40.5 36.6 Incr Delay (d2), s/veh 0.1 0.1 Incr Delay (d2), s/veh 0.0 0.0 0.1 3.8 0.0 0.0 0.6 3.1 0.0 4.6 1.1 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.2 %ile BackOfQ(50%),veh/ln0.0 0.0 0.4 1.8 0.7 0.4 1.0 3.8 0.0 8.6 7.0 1.9 LnGrp Delay(d),s/veh 1.3 1.3 LnGrp Delay(d),s/veh 0.0 14.9 15.2 54.0 9.9 9.8 46.5 51.4 0.0 46.0 41.6 36.9 LnGrp LOS A A LnGrp LOS B B D A A D D D D D Approach Vol, veh/h 330 Approach Vol, veh/h 25 168 283 852 Approach Delay, s/veh 1.3 Approach Delay, s/veh 15.2 24.6 50.8 42.7 Approach LOS A Approach LOS B C D D Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.7 Phs Duration (G+Y+Rc), 11.3s 57.3 26.7 0.0 68.6 14.7 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 45.0 Max Green Setting (Gmax),* 9.3 s 31.9 * 33 * 11 30.2 18.3 Max Q Clear Time (g_c+I1), s 2.5 Max Q Clear Time (g_c+I1),5.4 s 2.9 18.6 0.0 3.4 9.5 Green Ext Time (p_c), s 2.1 Green Ext Time (p_c), s 0.0 0.0 3.9 0.0 0.5 1.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.3 HCM 2010 Ctrl Delay 41.6 HCM 2010 LOS A HCM 2010 LOS D Notes
03 AM Existing + Project Synchro 10 Report 03 AM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 119 97 76 00001401996453820 Traffic Volume (veh/h) 0 0 0 102 5 150 52 217 0 0 927 337 Future Volume (veh/h) 119 97 76 00001401996453820 Future Volume (veh/h) 0 0 0 102 5 150 52 217 0 0 927 337 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 119 124 84 0 154 219 709 420 0 Adj Flow Rate, veh/h 111 5 163 57 236 0 0 1008 366 Adj No. of Lanes 1 1 1 0 1 2 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 249 261 221 0 362 616 634 2270 0 Cap, veh/h 294 13 273 123 2283 0 0 1869 793 Arrive On Green 0.14 0.14 0.14 0.00 0.20 0.20 0.36 0.65 0.00 Arrive On Green 0.17 0.17 0.17 0.07 0.65 0.00 0.00 0.51 0.51 Sat Flow, veh/h 1757 1845 1561 0 1845 3136 1757 3597 0 Sat Flow, veh/h 1685 76 1565 1757 3597 0 0 3689 1565 Grp Volume(v), veh/h 119 124 84 0 154 219 709 420 0 Grp Volume(v), veh/h 116 0 163 57 236 0 0 1008 366 Grp Sat Flow(s),veh/h/ln1757 1845 1561 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1760 0 1565 1757 1752 0 0 1845 1565 Q Serve(g_s), s 2.1 2.1 1.6 0.0 2.4 2.0 12.0 1.6 0.0 Q Serve(g_s), s 2.3 0.0 3.9 1.3 1.0 0.0 0.0 7.5 6.1 Cycle Q Clear(g_c), s 2.1 2.1 1.6 0.0 2.4 2.0 12.0 1.6 0.0 Cycle Q Clear(g_c), s 2.3 0.0 3.9 1.3 1.0 0.0 0.0 7.5 6.1 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.96 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 249 261 221 0 362 616 634 2270 0 Lane Grp Cap(c), veh/h 307 0 273 123 2283 0 0 1869 793 V/C Ratio(X) 0.48 0.47 0.38 0.00 0.42 0.36 1.12 0.19 0.00 V/C Ratio(X) 0.38 0.00 0.60 0.46 0.10 0.00 0.00 0.54 0.46 Avail Cap(c_a), veh/h 1295 1359 1151 0 1027 1745 634 3532 0 Avail Cap(c_a), veh/h 1204 0 1071 350 3357 0 0 2524 1071 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 13.1 13.1 12.9 0.0 11.7 11.5 10.6 2.3 0.0 Uniform Delay (d), s/veh 14.7 0.0 15.3 18.0 2.6 0.0 0.0 6.7 6.4 Incr Delay (d2), s/veh 0.5 0.5 0.4 0.0 1.1 0.5 72.7 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 1.6 1.0 0.0 0.0 0.0 0.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.0 1.1 0.7 0.0 1.4 0.9 18.5 0.8 0.0 %ile BackOfQ(50%),veh/ln 1.2 0.0 1.7 0.6 0.5 0.0 0.0 3.9 2.7 LnGrp Delay(d),s/veh 13.7 13.6 13.3 0.0 12.8 12.0 83.4 2.4 0.0 LnGrp Delay(d),s/veh 15.2 0.0 16.8 19.0 2.6 0.0 0.0 7.1 7.0 LnGrp LOS B B B B B F A LnGrp LOS B B B A A A Approach Vol, veh/h 327 373 1129 Approach Vol, veh/h 279 293 1374 Approach Delay, s/veh 13.6 12.4 53.2 Approach Delay, s/veh 16.2 5.8 7.1 Approach LOS B B D Approach LOS B A A Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 15.0s 10.5 7.7 25.5 Phs Duration (G+Y+Rc), s 30.2 5.8 24.4 10.0 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 38.5 8.0 27.5 27.5 Max Q Clear Time (g_c+I1),14.0 s 4.4 4.1 3.6 Max Q Clear Time (g_c+I1), s 3.0 3.3 9.5 5.9 Green Ext Time (p_c), s 0.0 2.1 0.7 3.0 Green Ext Time (p_c), s 1.6 0.0 10.9 1.4 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 37.8 HCM 2010 Ctrl Delay 8.2 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
03 AM Existing + Project Synchro 10 Report 03 AM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh 8.6 Movement WBL WBR NBT NBR SBL SBT Intersection LOS A Lane Configurations Traffic Volume (veh/h) 153 53 60 123 98 80 Future Volume (veh/h) 153 53 60 123 98 80 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 4 86 1 13 45 46 4 9 27 74 4 8 Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00 Future Vol, veh/h 4 86 1 13 45 46 4 9 27 74 4 8 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 166 58 65 134 107 87 Mvmt Flow 4 90 1 14 47 48 4 9 28 77 4 8 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 358 319 195 403 655 680 Opposing Lanes 1 2 2 1 Arrive On Green 0.20 0.20 0.36 0.36 0.36 0.36 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 536 1104 1179 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 166 58 0 199 107 87 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1640 1179 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.8 0.7 0.0 1.9 1.6 0.7 HCM Control Delay 8.5 8.6 8.1 8.9 Cycle Q Clear(g_c), s 1.8 0.7 0.0 1.9 3.5 0.7 HCM LOS A A A A Prop In Lane 1.00 1.00 0.67 1.00
Lane Grp Cap(c), veh/h 358 319 0 598 655 680 V/C Ratio(X) 0.46 0.18 0.00 0.33 0.16 0.13 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 2023 1806 0 2244 1838 2549 Vol Left, % 10% 4% 0% 12% 95% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 22% 96% 0% 43% 5% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 68% 0% 100% 44% 0% 100% Uniform Delay (d), s/veh 7.7 7.3 0.0 5.0 6.3 4.6 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.9 0.3 0.0 0.3 0.1 0.1 Traffic Vol by Lane 40 90 1 104 78 8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 4 4 0 13 74 0 %ile BackOfQ(50%),veh/ln1.0 0.3 0.0 0.9 0.5 0.4 Through Vol 9 86 0 45 4 0 LnGrp Delay(d),s/veh 8.6 7.5 0.0 5.4 6.4 4.7 RT Vol 27 0 1 46 0 8 LnGrp LOS A A A A A Lane Flow Rate 42 94 1 108 81 8 Approach Vol, veh/h 224 199 194 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.4 5.4 5.7 Degree of Util (X) 0.055 0.13 0.001 0.143 0.125 0.01 Approach LOS A A A Departure Headway (Hd) 4.779 5.001 4.276 4.762 5.553 4.374 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 751 719 839 755 648 820 Assigned Phs 2 6 8 Service Time 2.8 2.717 1.992 2.778 3.271 2.092 Phs Duration (G+Y+Rc), s 13.0 13.0 8.9 HCM Lane V/C Ratio 0.056 0.131 0.001 0.143 0.125 0.01 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 8.1 8.5 7 8.6 9.1 7.1 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAAAAA Max Q Clear Time (g_c+I1), s 3.9 5.5 3.8 HCM 95th-tile Q 0.2 0.4 0 0.5 0.4 0 Green Ext Time (p_c), s 1.2 0.8 0.6 Intersection Summary HCM 2010 Ctrl Delay 6.5 HCM 2010 LOS A
03 AM Existing + Project Synchro 10 Report 03 AM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 256 626 11 203 1310 199 22 347 123 147 753 699 Traffic Vol, veh/h 13 213 173 41 92 27 Future Volume (veh/h) 256 626 11 203 1310 199 22 347 123 147 753 699 Future Vol, veh/h 13 213 173 41 92 27 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 272 666 12 216 1394 0 23 369 131 156 801 744 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 92 92 92 92 92 92 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 14 232 188 45 100 29 Cap, veh/h 319 1767 32 202 1592 496 52 1016 455 180 1272 569 Arrive On Green 0.09 0.34 0.34 0.06 0.31 0.00 0.03 0.29 0.29 0.10 0.36 0.36 Sat Flow, veh/h 3442 5144 93 3442 5085 1583 1774 3539 1583 1774 3539 1583 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 272 439 239 216 1394 0 23 369 131 156 801 744 Conflicting Flow All 233 0 - 0 355 117 Grp Sat Flow(s),veh/h/ln 1721 1695 1846 1721 1695 1583 1774 1770 1583 1774 1770 1583 Stage 1 - - - - 211 - Q Serve(g_s), s 10.6 13.3 13.3 8.0 35.4 0.0 1.7 11.3 8.8 11.8 25.5 49.0 Stage 2 - - - - 144 - Cycle Q Clear(g_c), s 10.6 13.3 13.3 8.0 35.4 0.0 1.7 11.3 8.8 11.8 25.5 49.0 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.05 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 319 1165 634 202 1592 496 52 1016 455 180 1272 569 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 0.85 0.38 0.38 1.07 0.88 0.00 0.44 0.36 0.29 0.87 0.63 1.31 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 331 1206 657 202 1638 510 273 1389 621 221 1272 569 Pot Cap-1 Maneuver 1332 - - - 617 913 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 804 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 868 - Uniform Delay (d), s/veh 60.9 33.7 33.8 64.2 44.3 0.0 65.1 38.7 37.8 60.3 36.2 43.7 Platoon blocked, % - - - Incr Delay (d2), s/veh 17.9 0.3 0.6 83.0 5.9 0.0 4.3 0.4 0.6 23.4 1.3 150.7 Mov Cap-1 Maneuver 1332 - - - 610 913 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 610 - %ile BackOfQ(50%),veh/ln 5.9 6.3 6.9 6.1 17.4 0.0 0.9 5.6 3.9 7.0 12.7 45.2 Stage 1 - - - - 795 - LnGrp Delay(d),s/veh 78.8 34.1 34.4 147.1 50.2 0.0 69.4 39.0 38.4 83.7 37.4 194.3 Stage 2 - - - - 868 - LnGrp LOS E C C F D E D D F D F
Approach Vol, veh/h 950 1610 523 1701 Approach EB WB SB Approach Delay, s/veh 47.0 63.2 40.2 110.3 HCM Control Delay, s 0.4 0 11.4 Approach LOS D E D F HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 15.0 54.3 10.0 57.0 19.2 50.2 19.9 47.1 Capacity (veh/h) 1332 - - - 610 913 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.011 - - - 0.164 0.032 Max Green Setting (Gmax), s 8.0 48.5 21.0 49.0 13.1 43.9 17.0 * 54 HCM Control Delay (s) 7.7 - - - 12.1 9.1 Max Q Clear Time (g_c+I1), s 10.0 15.3 3.7 51.0 12.6 37.4 13.8 13.3 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 7.6 0.0 0.0 0.0 5.3 0.1 5.5 HCM 95th %tile Q(veh) 0 - - - 0.6 0.1 Intersection Summary HCM 2010 Ctrl Delay 74.2 HCM 2010 LOS E Notes
03 AM Existing + Project Synchro 10 Report 03 AM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 156 732 200 367 425 51 77 27 256 30 562 1269 Traffic Volume (veh/h) 0 271 17 0 564 26 209 0 134 0 0 0 Future Volume (veh/h) 156 732 200 367 425 51 77 27 256 30 562 1269 Future Volume (veh/h) 0 271 17 0 564 26 209 0 134 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 168 787 215 395 457 0 83 29 275 32 604 0 Adj Flow Rate, veh/h 0 295 0 0 613 0 227 0 146 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 201 1985 618 392 728 619 202 581 862 49 799 629 Cap, veh/h 0 2331 1043 0 2331 1043 499 0 230 Arrive On Green 0.11 0.39 0.39 0.12 0.39 0.00 0.11 0.31 0.31 0.03 0.23 0.00 Arrive On Green 0.00 0.66 0.00 0.00 0.66 0.00 0.15 0.00 0.15 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2739 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 168 787 215 395 457 0 83 29 275 32 604 0 Grp Volume(v), veh/h 0 295 0 0 613 0 227 0 146 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1369 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 10.6 12.7 10.9 13.0 22.5 0.0 5.0 1.2 8.6 2.0 18.1 0.0 Q Serve(g_s), s 0.0 1.5 0.0 0.0 3.4 0.0 2.9 0.0 4.2 Cycle Q Clear(g_c), s 10.6 12.7 10.9 13.0 22.5 0.0 5.0 1.2 8.6 2.0 18.1 0.0 Cycle Q Clear(g_c), s 0.0 1.5 0.0 0.0 3.4 0.0 2.9 0.0 4.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 201 1985 618 392 728 619 202 581 862 49 799 629 Lane Grp Cap(c), veh/h 0 2331 1043 0 2331 1043 499 0 230 V/C Ratio(X) 0.83 0.40 0.35 1.01 0.63 0.00 0.41 0.05 0.32 0.65 0.76 0.00 V/C Ratio(X) 0.00 0.13 0.00 0.00 0.26 0.00 0.45 0.00 0.64 Avail Cap(c_a), veh/h 347 1985 618 392 728 619 233 812 1206 95 1267 997 Avail Cap(c_a), veh/h 0 2331 1043 0 2331 1043 1680 0 773 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 48.9 24.6 24.0 49.9 27.5 0.0 46.4 26.9 29.5 54.3 40.7 0.0 Uniform Delay (d), s/veh 0.0 3.0 0.0 0.0 3.3 0.0 18.8 0.0 19.4 Incr Delay (d2), s/veh 3.5 0.6 1.5 47.1 4.1 0.0 0.5 0.0 0.2 5.3 2.1 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.3 0.0 0.5 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.3 5.9 4.9 8.6 12.2 0.0 2.4 0.6 3.3 1.1 9.0 0.0 %ile BackOfQ(50%),veh/ln0.0 0.7 0.0 0.0 1.7 0.0 1.4 0.0 2.0 LnGrp Delay(d),s/veh 52.4 25.2 25.6 97.0 31.6 0.0 46.9 27.0 29.7 59.6 42.8 0.0 LnGrp Delay(d),s/veh 0.0 3.1 0.0 0.0 3.6 0.0 19.3 0.0 21.5 LnGrp LOS D C C F C D C C E D LnGrp LOS A A B C Approach Vol, veh/h 1170 852 387 636 Approach Vol, veh/h 295 613 373 Approach Delay, s/veh 29.1 61.9 33.2 43.6 Approach Delay, s/veh 3.1 3.6 20.2 Approach LOS C E C D Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 49.6 16.7 29.9 16.6 49.7 6.9 39.7 Phs Duration (G+Y+Rc), s 37.0 11.3 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),15.0 s 14.7 7.0 20.1 12.6 24.5 4.0 10.6 Max Q Clear Time (g_c+I1), s 3.5 6.2 5.4 Green Ext Time (p_c), s 0.0 8.0 0.0 5.6 0.1 2.3 0.0 1.3 Green Ext Time (p_c), s 2.6 0.9 5.8 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 41.8 HCM 2010 Ctrl Delay 8.3 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
03 AM Existing + Project Synchro 10 Report 03 AM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 4 1058 0 0 165 0 Traffic Volume (veh/h) 75 18 71 126 4 373 8 1421 63 367 384 5 Future Volume (veh/h) 4 1058 0 0 165 0 Future Volume (veh/h) 75 18 71 126 4 373 8 1421 63 367 384 5 Number 7 4 5 12 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 4 1189 185 0 Adj Flow Rate, veh/h 52 65 81 147 0 424 9 1615 0 417 436 6 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 2 0 2121121 Peak Hour Factor 0.89 0.89 0.89 0.89 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 8 2476 0 0 Cap, veh/h 115 398 338 193 0 643 707 1411 718 382 762 341 Arrive On Green 0.68 0.68 0.00 0.00 Arrive On Green 0.06 0.21 0.21 0.05 0.00 0.20 0.40 0.40 0.00 0.22 0.22 0.22 Sat Flow, veh/h 12 3713 0 Sat Flow, veh/h 1774 1863 1583 3548 0 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 640 553 0.0 Grp Volume(v), veh/h 52 65 81 147 0 424 9 1615 0 417 436 6 Grp Sat Flow(s),veh/h/ln 1862 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 0 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 2.7 2.3 Q Serve(g_s), s 4.2 4.3 6.4 6.1 0.0 18.5 0.5 59.8 0.0 32.3 16.5 0.4 Cycle Q Clear(g_c), s 2.7 2.3 Cycle Q Clear(g_c), s 4.2 4.3 6.4 6.1 0.0 18.5 0.5 59.8 0.0 32.3 16.5 0.4 Prop In Lane 0.01 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1274 1210 Lane Grp Cap(c), veh/h 115 398 338 193 0 643 707 1411 718 382 762 341 V/C Ratio(X) 0.50 0.46 V/C Ratio(X) 0.45 0.16 0.24 0.76 0.00 0.66 0.01 1.14 0.00 1.09 0.57 0.02 Avail Cap(c_a), veh/h 2008 1908 Avail Cap(c_a), veh/h 130 398 338 229 0 643 707 1411 718 382 762 341 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 67.6 48.1 48.9 69.9 0.0 55.0 27.3 45.1 0.0 58.9 52.7 46.4 Incr Delay (d2), s/veh 0.3 0.3 Incr Delay (d2), s/veh 2.7 0.9 1.7 11.6 0.0 2.5 0.0 74.0 0.0 72.9 1.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 1.2 %ile BackOfQ(50%),veh/ln2.2 2.3 2.9 3.3 0.0 8.3 0.2 43.7 0.0 23.6 8.2 0.2 LnGrp Delay(d),s/veh 1.5 1.4 LnGrp Delay(d),s/veh 70.3 49.0 50.6 81.6 0.0 57.5 27.3 119.1 0.0 131.8 53.7 46.4 LnGrp LOS A A LnGrp LOS E D D F E C F F D D Approach Vol, veh/h 1193 Approach Vol, veh/h 198 571 1624 859 Approach Delay, s/veh 1.5 Approach Delay, s/veh 55.2 63.7 118.5 91.6 Approach LOS A Approach LOS E E F F Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 16.1 Phs Duration (G+Y+Rc), 12.9s 36.6 36.5 14.4 35.1 64.0 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 17.4 Max Green Setting (Gmax),* 9.7 s 30.5 * 32 * 11 29.2 59.8 Max Q Clear Time (g_c+I1), s 4.7 Max Q Clear Time (g_c+I1),8.1 s 8.4 34.3 6.2 20.5 61.8 Green Ext Time (p_c), s 6.4 Green Ext Time (p_c), s 0.1 0.5 0.0 0.0 1.2 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.5 HCM 2010 Ctrl Delay 97.9 HCM 2010 LOS A HCM 2010 LOS F Notes
04 PM Existing + Project Synchro 10 Report 04 PM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 Ramps/I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 695 74 87 00002442102762750 Traffic Volume (veh/h) 0 0 0 194 3 584 65 886 0 0 366 96 Future Volume (veh/h) 695 74 87 00002442102762750 Future Volume (veh/h) 0 0 0 194 3 584 65 886 0 0 366 96 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 763 0 89 0 338 154 282 281 0 Adj Flow Rate, veh/h 206 3 621 69 943 0 0 389 102 Adj No. of Lanes 2 0 1 0 2 1 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 1048 0 467 0 829 352 356 1786 0 Cap, veh/h 799 12 722 131 1387 0 0 957 405 Arrive On Green 0.30 0.00 0.30 0.00 0.22 0.22 0.20 0.51 0.00 Arrive On Green 0.46 0.46 0.46 0.07 0.40 0.00 0.00 0.26 0.26 Sat Flow, veh/h 3514 0 1565 0 3689 1568 1757 3597 0 Sat Flow, veh/h 1733 25 1567 1757 3597 0 0 3689 1563 Grp Volume(v), veh/h 763 0 89 0 338 154 282 281 0 Grp Volume(v), veh/h 209 0 621 69 943 0 0 389 102 Grp Sat Flow(s),veh/h/ln1757 0 1565 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1758 0 1567 1757 1752 0 0 1845 1563 Q Serve(g_s), s 7.1 0.0 1.5 0.0 2.8 3.1 5.6 1.6 0.0 Q Serve(g_s), s 3.5 0.0 17.3 1.8 10.9 0.0 0.0 4.3 2.5 Cycle Q Clear(g_c), s 7.1 0.0 1.5 0.0 2.8 3.1 5.6 1.6 0.0 Cycle Q Clear(g_c), s 3.5 0.0 17.3 1.8 10.9 0.0 0.0 4.3 2.5 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.99 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1048 0 467 0 829 352 356 1786 0 Lane Grp Cap(c), veh/h 810 0 722 131 1387 0 0 957 405 V/C Ratio(X) 0.73 0.00 0.19 0.00 0.41 0.44 0.79 0.16 0.00 V/C Ratio(X) 0.26 0.00 0.86 0.53 0.68 0.00 0.00 0.41 0.25 Avail Cap(c_a), veh/h 2364 0 1053 0 1875 797 579 3225 0 Avail Cap(c_a), veh/h 991 0 883 288 2191 0 0 1475 625 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 11.5 0.0 9.5 0.0 12.0 12.1 13.8 4.8 0.0 Uniform Delay (d), s/veh 8.0 0.0 11.7 21.7 12.2 0.0 0.0 15.0 14.3 Incr Delay (d2), s/veh 0.4 0.0 0.1 0.0 0.5 1.2 3.0 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 6.9 1.2 0.6 0.0 0.0 0.4 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.4 0.0 0.7 0.0 1.5 1.4 3.0 0.8 0.0 %ile BackOfQ(50%),veh/ln 1.7 0.0 8.6 0.9 5.2 0.0 0.0 2.2 1.1 LnGrp Delay(d),s/veh 11.8 0.0 9.6 0.0 12.5 13.3 16.8 4.8 0.0 LnGrp Delay(d),s/veh 8.2 0.0 18.7 22.9 12.8 0.0 0.0 15.3 14.8 LnGrp LOS B A BBBA LnGrp LOS A B C B B B Approach Vol, veh/h 852 492 563 Approach Vol, veh/h 830 1012 491 Approach Delay, s/veh 11.6 12.8 10.8 Approach Delay, s/veh 16.0 13.5 15.2 Approach LOS B B B Approach LOS B B B Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 10.4s 12.2 13.9 22.6 Phs Duration (G+Y+Rc), s 23.3 6.6 16.7 25.5 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 30.5 8.0 19.5 27.5 Max Q Clear Time (g_c+I1),7.6 s 5.1 9.1 3.6 Max Q Clear Time (g_c+I1), s 12.9 3.8 6.3 19.3 Green Ext Time (p_c), s 0.3 3.1 1.6 1.9 Green Ext Time (p_c), s 6.4 0.0 3.2 3.2 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 Ctrl Delay 14.7 HCM 2010 LOS B HCM 2010 LOS B Notes Notes
04 PM Existing + Project Synchro 10 Report 04 PM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh10.8 Movement WBL WBR NBT NBR SBL SBT Intersection LOS B Lane Configurations Traffic Volume (veh/h) 87 116 182 148 90 103 Future Volume (veh/h) 87 116 182 148 90 103 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 10 42 3 7 101 186 9 21 11 136 12 3 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Future Vol, veh/h 10 42 3 7 101 186 9 21 11 136 12 3 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 95 126 198 161 98 112 Mvmt Flow 11 45 3 8 109 200 10 23 12 146 13 3 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 324 289 366 298 555 716 Opposing Lanes 1 2 2 1 Arrive On Green 0.18 0.18 0.38 0.38 0.38 0.38 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 952 774 1018 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 95 126 0 359 98 112 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1726 1018 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.0 1.6 0.0 3.5 1.8 0.9 HCM Control Delay 8.7 11.5 9.1 10.8 Cycle Q Clear(g_c), s 1.0 1.6 0.0 3.5 5.4 0.9 HCM LOS A B A B Prop In Lane 1.00 1.00 0.45 1.00
Lane Grp Cap(c), veh/h 324 289 0 664 555 716 V/C Ratio(X) 0.29 0.44 0.00 0.54 0.18 0.16 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 2022 1805 0 2361 1557 2548 Vol Left, % 22% 19% 0% 2% 92% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 51% 81% 0% 34% 8% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 27% 0% 100% 63% 0% 100% Uniform Delay (d), s/veh 7.7 8.0 0.0 5.2 7.3 4.4 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.2 0.4 0.0 0.7 0.2 0.1 Traffic Vol by Lane 41 52 3 294 148 3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 9 10 0 7 136 0 %ile BackOfQ(50%),veh/ln0.5 0.7 0.0 1.7 0.5 0.5 Through Vol 21 42 0 101 12 0 LnGrp Delay(d),s/veh 7.9 8.4 0.0 5.9 7.5 4.5 RT Vol 11 0 3 186 0 3 LnGrp LOS A A A A A Lane Flow Rate 44 56 3 316 159 3 Approach Vol, veh/h 221 359 210 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.2 5.9 5.9 Degree of Util (X) 0.069 0.086 0.004 0.426 0.264 0.004 Approach LOS A A A Departure Headway (Hd) 5.615 5.55 4.747 4.85 5.973 4.805 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 633 642 749 740 598 739 Assigned Phs 2 6 8 Service Time 3.694 3.312 2.508 2.892 3.739 2.57 Phs Duration (G+Y+Rc), s 13.4 13.4 8.5 HCM Lane V/C Ratio 0.07 0.087 0.004 0.427 0.266 0.004 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 9.1 8.8 7.5 11.5 10.9 7.6 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAABBA Max Q Clear Time (g_c+I1), s 5.5 7.4 3.6 HCM 95th-tile Q 0.2 0.3 0 2.1 1.1 0 Green Ext Time (p_c), s 2.4 1.0 0.3 Intersection Summary HCM 2010 Ctrl Delay 6.6 HCM 2010 LOS A
04 PM Existing + Project Synchro 10 Report 04 PM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 601 1271 8 117 536 470 32 1052 102 128 279 162 Traffic Vol, veh/h 31 220 172 91 70 15 Future Volume (veh/h) 601 1271 8 117 536 470 32 1052 102 128 279 162 Future Vol, veh/h 31 220 172 91 70 15 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 639 1352 9 124 570 0 34 1119 109 136 297 172 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 96 96 96 96 96 96 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 32 229 179 95 73 16 Cap, veh/h 633 1632 11 163 916 285 58 1267 565 158 1466 655 Arrive On Green 0.18 0.31 0.31 0.05 0.18 0.00 0.03 0.36 0.36 0.09 0.41 0.41 Sat Flow, veh/h 3442 5212 35 3442 5085 1583 1774 3539 1579 1774 3539 1580 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 639 879 482 124 570 0 34 1119 109 136 297 172 Conflicting Flow All 274 0 - 0 406 137 Grp Sat Flow(s),veh/h/ln 1721 1695 1857 1721 1695 1583 1774 1770 1579 1774 1770 1580 Stage 1 - - - - 227 - Q Serve(g_s), s 27.2 35.6 35.6 5.3 15.3 0.0 2.8 43.9 7.0 11.2 7.9 10.6 Stage 2 - - - - 179 - Cycle Q Clear(g_c), s 27.2 35.6 35.6 5.3 15.3 0.0 2.8 43.9 7.0 11.2 7.9 10.6 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.02 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 633 1062 581 163 916 285 58 1267 565 158 1466 655 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 1.01 0.83 0.83 0.76 0.62 0.00 0.59 0.88 0.19 0.86 0.20 0.26 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 633 1134 621 163 1024 319 252 1327 592 180 1466 655 Pot Cap-1 Maneuver 1286 - - - 573 886 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 789 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 834 - Uniform Delay (d), s/veh 60.4 47.1 47.1 69.7 56.0 0.0 70.6 44.6 32.8 66.5 27.7 28.5 Platoon blocked, % - - - Incr Delay (d2), s/veh 38.3 5.5 9.5 18.1 1.4 0.0 6.9 7.6 0.3 28.5 0.1 0.4 Mov Cap-1 Maneuver 1286 - - - 559 886 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 559 - %ile BackOfQ(50%),veh/ln 16.3 17.4 19.7 2.9 7.3 0.0 1.5 22.8 3.1 6.8 3.9 4.7 Stage 1 - - - - 769 - LnGrp Delay(d),s/veh 98.7 52.6 56.7 87.8 57.5 0.0 77.5 52.2 33.1 95.0 27.8 28.8 Stage 2 - - - - 834 - LnGrp LOS F D E F E E D C F C C
Approach Vol, veh/h 2000 694 1262 605 Approach EB WB SB Approach Delay, s/veh 68.3 62.9 51.2 43.2 HCM Control Delay, s 1 0 11.8 Approach LOS E E D D HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 14.0 53.8 10.8 69.3 33.7 34.1 19.2 61.0 Capacity (veh/h) 1286 - - - 559 886 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.025 - - - 0.13 0.018 Max Green Setting (Gmax), s 7.0 49.5 21.0 49.0 27.2 29.8 15.0 * 56 HCM Control Delay (s) 7.9 - - - 12.4 9.1 Max Q Clear Time (g_c+I1), s 7.3 37.6 4.8 12.6 29.2 17.3 13.2 45.9 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 8.7 0.0 4.8 0.0 4.3 0.0 7.0 HCM 95th %tile Q(veh) 0.1 - - - 0.4 0.1 Intersection Summary HCM 2010 Ctrl Delay 59.4 HCM 2010 LOS E Notes
04 PM Existing + Project Synchro 10 Report 04 PM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 204 1256 144 256 391 325 181 109 675 106 179 576 Traffic Volume (veh/h) 0 1358 11 0 744 324 134 0 286 0 0 0 Future Volume (veh/h) 204 1256 144 256 391 325 181 109 675 106 179 576 Future Volume (veh/h) 0 1358 11 0 744 324 134 0 286 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 210 1295 148 264 403 0 187 112 696 109 185 0 Adj Flow Rate, veh/h 0 1445 0 0 791 0 143 0 304 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 243 1782 555 410 619 526 245 548 818 107 766 603 Cap, veh/h 0 2081 931 0 2081 931 811 0 373 Arrive On Green 0.14 0.35 0.35 0.12 0.34 0.00 0.14 0.30 0.30 0.06 0.22 0.00 Arrive On Green 0.00 0.59 0.00 0.00 0.59 0.00 0.24 0.00 0.24 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2754 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 210 1295 148 264 403 0 187 112 696 109 185 0 Grp Volume(v), veh/h 0 1445 0 0 791 0 143 0 304 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1377 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 11.7 22.3 6.7 7.4 18.5 0.0 10.2 4.5 23.7 6.1 4.3 0.0 Q Serve(g_s), s 0.0 15.4 0.0 0.0 6.4 0.0 1.8 0.0 9.9 Cycle Q Clear(g_c), s 11.7 22.3 6.7 7.4 18.5 0.0 10.2 4.5 23.7 6.1 4.3 0.0 Cycle Q Clear(g_c), s 0.0 15.4 0.0 0.0 6.4 0.0 1.8 0.0 9.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 243 1782 555 410 619 526 245 548 818 107 766 603 Lane Grp Cap(c), veh/h 0 2081 931 0 2081 931 811 0 373 V/C Ratio(X) 0.86 0.73 0.27 0.64 0.65 0.00 0.76 0.20 0.85 1.01 0.24 0.00 V/C Ratio(X) 0.00 0.69 0.00 0.00 0.38 0.00 0.18 0.00 0.81 Avail Cap(c_a), veh/h 393 2248 700 444 651 554 264 920 1373 107 1434 1129 Avail Cap(c_a), veh/h 0 2081 931 0 2081 931 1500 0 690 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 42.0 28.0 23.0 41.8 28.1 0.0 41.3 26.2 33.0 46.8 32.1 0.0 Uniform Delay (d), s/veh 0.0 7.6 0.0 0.0 5.8 0.0 16.4 0.0 19.5 Incr Delay (d2), s/veh 6.1 1.0 0.3 2.8 2.3 0.0 9.9 0.2 2.7 90.6 0.2 0.0 Incr Delay (d2), s/veh 0.0 1.1 0.0 0.0 0.5 0.0 0.1 0.0 3.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.1 10.5 2.9 3.6 9.8 0.0 5.6 2.3 9.3 5.6 2.1 0.0 %ile BackOfQ(50%),veh/ln0.0 7.6 0.0 0.0 3.2 0.0 0.8 0.0 4.6 LnGrp Delay(d),s/veh 48.1 29.0 23.3 44.6 30.5 0.0 51.2 26.4 35.7 137.5 32.4 0.0 LnGrp Delay(d),s/veh 0.0 8.7 0.0 0.0 6.3 0.0 16.5 0.0 22.7 LnGrp LOS DCCDC DCDFC LnGrp LOS A A B C Approach Vol, veh/h 1653 667 995 294 Approach Vol, veh/h 1445 791 447 Approach Delay, s/veh 30.9 36.1 37.6 71.3 Approach Delay, s/veh 8.7 6.3 20.7 Approach LOS C D D E Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 15.7s 40.4 17.6 26.0 17.5 38.6 9.8 33.8 Phs Duration (G+Y+Rc), s 37.0 17.1 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),9.4 s 24.3 12.2 6.3 13.7 20.5 8.1 25.7 Max Q Clear Time (g_c+I1), s 17.4 11.9 8.4 Green Ext Time (p_c), s 0.3 11.0 0.1 1.7 0.2 2.3 0.0 3.8 Green Ext Time (p_c), s 10.5 1.0 7.5 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 37.0 HCM 2010 Ctrl Delay 10.0 HCM 2010 LOS D HCM 2010 LOS B Notes Notes
04 PM Existing + Project Synchro 10 Report 04 PM Existing + Project Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 18 254 0 0 372 0 Traffic Volume (veh/h) 0 2 23 53 51 52 33 228 143 254 456 70 Future Volume (veh/h) 18 254 0 0 372 0 Future Volume (veh/h) 0 2 23 53 51 52 33 228 143 254 456 70 Number 7 4 1 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 23 322 471 0 Adj Flow Rate, veh/h 0 2 26 59 59 59 38 259 0 289 518 80 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 1 1 2121121 Peak Hour Factor 0.79 0.79 0.79 0.79 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 132 1938 0 0 Cap, veh/h 2 877 745 108 1070 1818 176 350 253 370 738 330 Arrive On Green 0.57 0.57 0.00 0.00 Arrive On Green 0.00 0.47 0.47 0.06 0.57 0.57 0.10 0.10 0.00 0.21 0.21 0.21 Sat Flow, veh/h 230 3483 0 Sat Flow, veh/h 1774 1863 1583 1774 1863 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 185 160 0.0 Grp Volume(v), veh/h 0 2 26 59 59 59 38 259 0 289 518 80 Grp Sat Flow(s),veh/h/ln 1851 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 0.6 0.5 Q Serve(g_s), s 0.0 0.1 1.0 3.6 1.5 0.9 2.2 7.8 0.0 16.9 14.9 4.6 Cycle Q Clear(g_c), s 0.6 0.5 Cycle Q Clear(g_c), s 0.0 0.1 1.0 3.6 1.5 0.9 2.2 7.8 0.0 16.9 14.9 4.6 Prop In Lane 0.12 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1058 1011 Lane Grp Cap(c), veh/h 2 877 745 108 1070 1818 176 350 253 370 738 330 V/C Ratio(X) 0.17 0.16 V/C Ratio(X) 0.00 0.00 0.03 0.55 0.06 0.03 0.22 0.74 0.00 0.78 0.70 0.24 Avail Cap(c_a), veh/h 6998 6689 Avail Cap(c_a), veh/h 177 877 745 150 1070 1818 295 589 360 529 1055 472 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.92 0.92 0.92 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 0.0 15.4 15.7 50.2 10.3 10.2 45.6 48.2 0.0 41.1 40.3 36.3 Incr Delay (d2), s/veh 0.1 0.1 Incr Delay (d2), s/veh 0.0 0.0 0.1 3.9 0.0 0.0 0.6 3.1 0.0 4.8 1.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.2 %ile BackOfQ(50%),veh/ln0.0 0.0 0.4 1.9 0.8 0.4 1.1 4.0 0.0 8.8 7.4 2.1 LnGrp Delay(d),s/veh 1.3 1.3 LnGrp Delay(d),s/veh 0.0 15.4 15.7 54.1 10.3 10.2 46.2 51.3 0.0 45.9 41.6 36.7 LnGrp LOS A A LnGrp LOS B B D B B D D D D D Approach Vol, veh/h 345 Approach Vol, veh/h 28 177 297 887 Approach Delay, s/veh 1.3 Approach Delay, s/veh 15.7 24.9 50.6 42.5 Approach LOS A Approach LOS B C D D Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.9 Phs Duration (G+Y+Rc), 11.4s 56.4 27.2 0.0 67.8 15.1 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 45.0 Max Green Setting (Gmax),* 9.3 s 31.9 * 33 * 11 30.2 18.3 Max Q Clear Time (g_c+I1), s 2.6 Max Q Clear Time (g_c+I1),5.6 s 3.0 18.9 0.0 3.5 9.8 Green Ext Time (p_c), s 2.2 Green Ext Time (p_c), s 0.0 0.1 4.0 0.0 0.5 1.1 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.3 HCM 2010 Ctrl Delay 41.5 HCM 2010 LOS A HCM 2010 LOS D Notes
05 AM Background Synchro 10 Report 05 AM Background Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 126 103 80 00001472106744010 Traffic Volume (veh/h) 0 0 0 108 6 158 55 228 0 0 970 355 Future Volume (veh/h) 126 103 80 00001472106744010 Future Volume (veh/h) 0 0 0 108 6 158 55 228 0 0 970 355 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 126 130 88 0 162 231 741 441 0 Adj Flow Rate, veh/h 117 7 172 60 248 0 0 1054 386 Adj No. of Lanes 1 1 1 0 1 2 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 257 270 229 0 372 633 625 2265 0 Cap, veh/h 300 18 282 127 2286 0 0 1876 796 Arrive On Green 0.15 0.15 0.15 0.00 0.20 0.20 0.36 0.65 0.00 Arrive On Green 0.18 0.18 0.18 0.07 0.65 0.00 0.00 0.51 0.51 Sat Flow, veh/h 1757 1845 1562 0 1845 3136 1757 3597 0 Sat Flow, veh/h 1662 99 1565 1757 3597 0 0 3689 1565 Grp Volume(v), veh/h 126 130 88 0 162 231 741 441 0 Grp Volume(v), veh/h 124 0 172 60 248 0 0 1054 386 Grp Sat Flow(s),veh/h/ln1757 1845 1562 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1762 0 1565 1757 1752 0 0 1845 1565 Q Serve(g_s), s 2.2 2.2 1.7 0.0 2.6 2.1 12.0 1.7 0.0 Q Serve(g_s), s 2.6 0.0 4.2 1.4 1.1 0.0 0.0 8.2 6.7 Cycle Q Clear(g_c), s 2.2 2.2 1.7 0.0 2.6 2.1 12.0 1.7 0.0 Cycle Q Clear(g_c), s 2.6 0.0 4.2 1.4 1.1 0.0 0.0 8.2 6.7 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.94 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 257 270 229 0 372 633 625 2265 0 Lane Grp Cap(c), veh/h 318 0 282 127 2286 0 0 1876 796 V/C Ratio(X) 0.49 0.48 0.39 0.00 0.44 0.37 1.19 0.19 0.00 V/C Ratio(X) 0.39 0.00 0.61 0.47 0.11 0.00 0.00 0.56 0.49 Avail Cap(c_a), veh/h 1275 1339 1134 0 1011 1719 625 3479 0 Avail Cap(c_a), veh/h 1158 0 1029 336 3226 0 0 2426 1029 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 13.2 13.2 13.0 0.0 11.8 11.6 10.9 2.4 0.0 Uniform Delay (d), s/veh 15.1 0.0 15.8 18.6 2.7 0.0 0.0 7.1 6.7 Incr Delay (d2), s/veh 0.5 0.5 0.4 0.0 1.1 0.5 99.3 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 1.6 1.0 0.0 0.0 0.0 0.4 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.1 1.2 0.8 0.0 1.4 1.0 22.8 0.8 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 1.9 0.7 0.5 0.0 0.0 4.2 3.0 LnGrp Delay(d),s/veh 13.8 13.7 13.4 0.0 12.9 12.1 110.2 2.5 0.0 LnGrp Delay(d),s/veh 15.7 0.0 17.4 19.7 2.7 0.0 0.0 7.5 7.4 LnGrp LOS B B B B B F A LnGrp LOS B B B A A A Approach Vol, veh/h 344 393 1182 Approach Vol, veh/h 296 308 1440 Approach Delay, s/veh 13.7 12.4 70.0 Approach Delay, s/veh 16.7 6.0 7.4 Approach LOS B B E Approach LOS B A A Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 15.0s 10.8 7.9 25.8 Phs Duration (G+Y+Rc), s 31.3 6.0 25.3 10.5 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 38.5 8.0 27.5 27.5 Max Q Clear Time (g_c+I1),14.0 s 4.6 4.2 3.7 Max Q Clear Time (g_c+I1), s 3.1 3.4 10.2 6.2 Green Ext Time (p_c), s 0.0 2.2 0.7 3.1 Green Ext Time (p_c), s 1.7 0.0 11.0 1.5 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 48.1 HCM 2010 Ctrl Delay 8.6 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
05 AM Background Synchro 10 Report 05 AM Background Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh 8.7 Movement WBL WBR NBT NBR SBL SBT Intersection LOS A Lane Configurations Traffic Volume (veh/h) 159 54 64 129 103 85 Future Volume (veh/h) 159 54 64 129 103 85 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 5 91 2 14 48 47 5 10 29 77 5 9 Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00 Future Vol, veh/h 5 91 2 14 48 47 5 10 29 77 5 9 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 173 59 70 140 112 92 Mvmt Flow 5 95 2 15 50 49 5 10 30 80 5 9 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 365 326 199 397 642 676 Opposing Lanes 1 2 2 1 Arrive On Green 0.21 0.21 0.36 0.36 0.36 0.36 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 547 1095 1167 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 173 59 0 210 112 92 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1642 1167 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.9 0.7 0.0 2.1 1.7 0.7 HCM Control Delay 8.6 8.7 8.2 9 Cycle Q Clear(g_c), s 1.9 0.7 0.0 2.1 3.8 0.7 HCM LOS A A A A Prop In Lane 1.00 1.00 0.67 1.00
Lane Grp Cap(c), veh/h 365 326 0 596 642 676 V/C Ratio(X) 0.47 0.18 0.00 0.35 0.17 0.14 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 2013 1797 0 2236 1807 2536 Vol Left, % 11% 5% 0% 13% 94% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 23% 95% 0% 44% 6% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 66% 0% 100% 43% 0% 100% Uniform Delay (d), s/veh 7.7 7.2 0.0 5.1 6.5 4.7 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 1.0 0.3 0.0 0.4 0.1 0.1 Traffic Vol by Lane 44 96 2 109 82 9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 5 5 0 14 77 0 %ile BackOfQ(50%),veh/ln1.0 0.3 0.0 1.0 0.6 0.4 Through Vol 10 91 0 48 5 0 LnGrp Delay(d),s/veh 8.7 7.5 0.0 5.5 6.6 4.8 RT Vol 29 0 2 47 0 9 LnGrp LOS A A A A A Lane Flow Rate 46 100 2 114 85 9 Approach Vol, veh/h 232 210 204 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.4 5.5 5.8 Degree of Util (X) 0.062 0.14 0.002 0.152 0.133 0.011 Approach LOS A A A Departure Headway (Hd) 4.834 5.038 4.309 4.806 5.587 4.412 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 742 713 832 747 643 812 Assigned Phs 2 6 8 Service Time 2.86 2.758 2.029 2.826 3.31 2.135 Phs Duration (G+Y+Rc), s 13.0 13.0 9.0 HCM Lane V/C Ratio 0.062 0.14 0.002 0.153 0.132 0.011 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 8.2 8.6 7 8.7 9.2 7.2 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAAAAA Max Q Clear Time (g_c+I1), s 4.1 5.8 3.9 HCM 95th-tile Q 0.2 0.5 0 0.5 0.5 0 Green Ext Time (p_c), s 1.3 0.9 0.6 Intersection Summary HCM 2010 Ctrl Delay 6.6 HCM 2010 LOS A
05 AM Background Synchro 10 Report 05 AM Background Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 267 624 12 214 1368 210 24 366 130 155 793 735 Traffic Vol, veh/h 12 225 182 27 43 25 Future Volume (veh/h) 267 624 12 214 1368 210 24 366 130 155 793 735 Future Vol, veh/h 12 225 182 27 43 25 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 284 664 13 228 1455 0 26 389 138 165 844 782 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 92 92 92 92 92 92 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 13 245 198 29 47 27 Cap, veh/h 328 1790 35 200 1603 499 52 988 442 189 1262 565 Arrive On Green 0.10 0.35 0.35 0.06 0.32 0.00 0.03 0.28 0.28 0.11 0.36 0.36 Sat Flow, veh/h 3442 5135 100 3442 5085 1583 1774 3539 1583 1774 3539 1583 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 284 438 239 228 1455 0 26 389 138 165 844 782 Conflicting Flow All 227 0 - 0 362 114 Grp Sat Flow(s),veh/h/ln 1721 1695 1845 1721 1695 1583 1774 1770 1583 1774 1770 1583 Stage 1 - - - - 213 - Q Serve(g_s), s 11.2 13.3 13.3 8.0 37.7 0.0 2.0 12.2 9.5 12.6 27.7 49.0 Stage 2 - - - - 149 - Cycle Q Clear(g_c), s 11.2 13.3 13.3 8.0 37.7 0.0 2.0 12.2 9.5 12.6 27.7 49.0 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.05 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 328 1182 643 200 1603 499 52 988 442 189 1262 565 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 0.87 0.37 0.37 1.14 0.91 0.00 0.50 0.39 0.31 0.87 0.67 1.38 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 328 1197 651 200 1625 506 271 1378 616 219 1262 565 Pot Cap-1 Maneuver 1339 - - - 610 917 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 802 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 863 - Uniform Delay (d), s/veh 61.3 33.5 33.5 64.7 45.1 0.0 65.7 40.1 39.1 60.5 37.3 44.2 Platoon blocked, % - - - Incr Delay (d2), s/veh 20.4 0.3 0.6 105.6 8.1 0.0 5.5 0.4 0.7 26.2 1.7 184.0 Mov Cap-1 Maneuver 1339 - - - 604 917 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 604 - %ile BackOfQ(50%),veh/ln 6.3 6.3 6.9 6.7 18.8 0.0 1.1 6.1 4.2 7.6 13.8 50.3 Stage 1 - - - - 794 - LnGrp Delay(d),s/veh 81.7 33.8 34.1 170.3 53.2 0.0 71.2 40.5 39.8 86.7 39.0 228.2 Stage 2 - - - - 863 - LnGrp LOS F C C F D E D D F D F
Approach Vol, veh/h 961 1683 553 1791 Approach EB WB SB Approach Delay, s/veh 48.0 69.1 41.8 126.0 HCM Control Delay, s 0.4 0 10.6 Approach LOS D E D F HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 15.0 55.4 10.0 57.0 19.6 50.8 20.6 46.4 Capacity (veh/h) 1339 - - - 604 917 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.01 - - - 0.077 0.03 Max Green Setting (Gmax), s 8.0 48.5 21.0 49.0 13.1 43.9 17.0 * 54 HCM Control Delay (s) 7.7 - - - 11.5 9 Max Q Clear Time (g_c+I1), s 10.0 15.3 4.0 51.0 13.2 39.7 14.6 14.2 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 7.6 0.0 0.0 0.0 3.6 0.1 5.8 HCM 95th %tile Q(veh) 0 - - - 0.3 0.1 Intersection Summary HCM 2010 Ctrl Delay 82.4 HCM 2010 LOS F Notes
05 AM Background Synchro 10 Report 05 AM Background Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 150 751 211 387 442 54 82 29 270 32 592 1330 Traffic Volume (veh/h) 0 283 0 0 593 28 216 0 141 0 0 0 Future Volume (veh/h) 150 751 211 387 442 54 82 29 270 32 592 1330 Future Volume (veh/h) 0 283 0 0 593 28 216 0 141 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 161 808 227 416 475 0 88 31 290 34 637 0 Adj Flow Rate, veh/h 0 308 0 0 645 0 235 0 153 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 198 1957 609 387 718 610 202 596 885 51 831 655 Cap, veh/h 0 2318 1037 0 2318 1037 516 0 237 Arrive On Green 0.11 0.39 0.39 0.11 0.39 0.00 0.11 0.32 0.32 0.03 0.24 0.00 Arrive On Green 0.00 0.66 0.00 0.00 0.66 0.00 0.15 0.00 0.15 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2739 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 161 808 227 416 475 0 88 31 290 34 637 0 Grp Volume(v), veh/h 0 308 0 0 645 0 235 0 153 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1370 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 10.2 13.4 11.9 13.0 24.3 0.0 5.3 1.3 9.2 2.2 19.4 0.0 Q Serve(g_s), s 0.0 1.6 0.0 0.0 3.7 0.0 3.1 0.0 4.5 Cycle Q Clear(g_c), s 10.2 13.4 11.9 13.0 24.3 0.0 5.3 1.3 9.2 2.2 19.4 0.0 Cycle Q Clear(g_c), s 0.0 1.6 0.0 0.0 3.7 0.0 3.1 0.0 4.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 198 1957 609 387 718 610 202 596 885 51 831 655 Lane Grp Cap(c), veh/h 0 2318 1037 0 2318 1037 516 0 237 V/C Ratio(X) 0.81 0.41 0.37 1.08 0.66 0.00 0.44 0.05 0.33 0.67 0.77 0.00 V/C Ratio(X) 0.00 0.13 0.00 0.00 0.28 0.00 0.46 0.00 0.64 Avail Cap(c_a), veh/h 342 1957 609 387 718 610 230 801 1189 94 1249 983 Avail Cap(c_a), veh/h 0 2318 1037 0 2318 1037 1671 0 769 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 49.6 25.5 25.0 50.8 28.8 0.0 47.2 26.7 29.3 55.1 40.7 0.0 Uniform Delay (d), s/veh 0.0 3.1 0.0 0.0 3.4 0.0 18.8 0.0 19.4 Incr Delay (d2), s/veh 3.0 0.6 1.7 67.3 4.7 0.0 0.6 0.0 0.2 5.6 2.2 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.3 0.0 0.5 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.1 6.3 5.4 9.7 13.2 0.0 2.6 0.7 3.5 1.1 9.6 0.0 %ile BackOfQ(50%),veh/ln0.0 0.8 0.0 0.0 1.8 0.0 1.5 0.0 2.1 LnGrp Delay(d),s/veh 52.6 26.1 26.8 118.0 33.5 0.0 47.8 26.7 29.5 60.7 42.9 0.0 LnGrp Delay(d),s/veh 0.0 3.2 0.0 0.0 3.7 0.0 19.2 0.0 21.6 LnGrp LOS D C C F C D C C E D LnGrp LOS A A B C Approach Vol, veh/h 1196 891 409 671 Approach Vol, veh/h 308 645 388 Approach Delay, s/veh 29.8 73.0 33.3 43.8 Approach Delay, s/veh 3.2 3.7 20.2 Approach LOS C E C D Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 49.6 16.8 31.4 16.6 49.7 7.0 41.2 Phs Duration (G+Y+Rc), s 37.0 11.5 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),15.0 s 15.4 7.3 21.4 12.2 26.3 4.2 11.2 Max Q Clear Time (g_c+I1), s 3.6 6.5 5.7 Green Ext Time (p_c), s 0.0 8.3 0.1 5.8 0.1 2.2 0.0 1.4 Green Ext Time (p_c), s 2.7 0.9 6.2 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 45.4 HCM 2010 Ctrl Delay 8.3 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
05 AM Background Synchro 10 Report 05 AM Background Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 5 1119 0 0 176 0 Traffic Volume (veh/h) 80 20 76 135 5 398 9 1506 68 387 409 6 Future Volume (veh/h) 5 1119 0 0 176 0 Future Volume (veh/h) 80 20 76 135 5 398 9 1506 68 387 409 6 Number 7 4 5 12 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 6 1257 198 0 Adj Flow Rate, veh/h 57 71 86 157 0 452 10 1711 0 440 465 7 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 2 0 2121121 Peak Hour Factor 0.89 0.89 0.89 0.89 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 11 2513 0 0 Cap, veh/h 118 393 334 203 0 638 707 1411 722 382 762 341 Arrive On Green 0.70 0.70 0.00 0.00 Arrive On Green 0.07 0.21 0.21 0.06 0.00 0.20 0.40 0.40 0.00 0.22 0.22 0.22 Sat Flow, veh/h 16 3708 0 Sat Flow, veh/h 1774 1863 1583 3548 0 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 677 586 0.0 Grp Volume(v), veh/h 57 71 86 157 0 452 10 1711 0 440 465 7 Grp Sat Flow(s),veh/h/ln 1862 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 0 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 2.9 2.5 Q Serve(g_s), s 4.6 4.7 6.8 6.5 0.0 19.9 0.5 59.8 0.0 32.3 17.8 0.5 Cycle Q Clear(g_c), s 2.9 2.5 Cycle Q Clear(g_c), s 4.6 4.7 6.8 6.5 0.0 19.9 0.5 59.8 0.0 32.3 17.8 0.5 Prop In Lane 0.01 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1294 1230 Lane Grp Cap(c), veh/h 118 393 334 203 0 638 707 1411 722 382 762 341 V/C Ratio(X) 0.52 0.48 V/C Ratio(X) 0.48 0.18 0.26 0.77 0.00 0.71 0.01 1.21 0.00 1.15 0.61 0.02 Avail Cap(c_a), veh/h 1937 1841 Avail Cap(c_a), veh/h 130 393 334 229 0 638 707 1411 722 382 762 341 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 67.5 48.6 49.4 69.7 0.0 55.8 27.3 45.1 0.0 58.9 53.2 46.4 Incr Delay (d2), s/veh 0.3 0.3 Incr Delay (d2), s/veh 3.0 1.0 1.9 13.5 0.0 3.6 0.0 102.5 0.0 94.2 1.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 1.2 %ile BackOfQ(50%),veh/ln2.4 2.5 3.2 3.6 0.0 9.0 0.3 49.3 0.0 25.8 8.9 0.2 LnGrp Delay(d),s/veh 1.6 1.4 LnGrp Delay(d),s/veh 70.6 49.6 51.3 83.2 0.0 59.4 27.3 147.6 0.0 153.1 54.6 46.4 LnGrp LOS A A LnGrp LOS E D D F E C F F D D Approach Vol, veh/h 1263 Approach Vol, veh/h 214 609 1721 912 Approach Delay, s/veh 1.5 Approach Delay, s/veh 55.8 65.5 146.9 102.0 Approach LOS A Approach LOS E E F F Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 16.7 Phs Duration (G+Y+Rc), 13.3s 36.2 36.5 14.7 34.8 64.0 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 17.4 Max Green Setting (Gmax),* 9.7 s 30.5 * 32 * 11 29.2 59.8 Max Q Clear Time (g_c+I1), s 4.9 Max Q Clear Time (g_c+I1),8.5 s 8.8 34.3 6.6 21.9 61.8 Green Ext Time (p_c), s 6.7 Green Ext Time (p_c), s 0.1 0.6 0.0 0.0 1.1 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.5 HCM 2010 Ctrl Delay 115.1 HCM 2010 LOS A HCM 2010 LOS F Notes
06 PM Background Synchro 10 Report 06 PM Background Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 Ramps/I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 742 79 93 00002602242912930 Traffic Volume (veh/h) 0 0 0 207 4 614 70 944 0 0 387 103 Future Volume (veh/h) 742 79 93 00002602242912930 Future Volume (veh/h) 0 0 0 207 4 614 70 944 0 0 387 103 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 815 0 95 0 361 165 297 299 0 Adj Flow Rate, veh/h 220 4 653 74 1004 0 0 412 110 Adj No. of Lanes 2 0 1 0 2 1 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 1083 0 482 0 834 354 368 1797 0 Cap, veh/h 805 15 730 132 1408 0 0 995 421 Arrive On Green 0.31 0.00 0.31 0.00 0.23 0.23 0.21 0.51 0.00 Arrive On Green 0.47 0.47 0.47 0.08 0.40 0.00 0.00 0.27 0.27 Sat Flow, veh/h 3514 0 1565 0 3689 1568 1757 3597 0 Sat Flow, veh/h 1727 31 1567 1757 3597 0 0 3689 1563 Grp Volume(v), veh/h 815 0 95 0 361 165 297 299 0 Grp Volume(v), veh/h 224 0 653 74 1004 0 0 412 110 Grp Sat Flow(s),veh/h/ln1757 0 1565 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1758 0 1567 1757 1752 0 0 1845 1563 Q Serve(g_s), s 8.2 0.0 1.7 0.0 3.3 3.6 6.3 1.8 0.0 Q Serve(g_s), s 4.1 0.0 20.2 2.2 12.7 0.0 0.0 4.9 2.9 Cycle Q Clear(g_c), s 8.2 0.0 1.7 0.0 3.3 3.6 6.3 1.8 0.0 Cycle Q Clear(g_c), s 4.1 0.0 20.2 2.2 12.7 0.0 0.0 4.9 2.9 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.98 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1083 0 482 0 834 354 368 1797 0 Lane Grp Cap(c), veh/h 819 0 730 132 1408 0 0 995 421 V/C Ratio(X) 0.75 0.00 0.20 0.00 0.43 0.47 0.81 0.17 0.00 V/C Ratio(X) 0.27 0.00 0.89 0.56 0.71 0.00 0.00 0.41 0.26 Avail Cap(c_a), veh/h 2204 0 982 0 1747 743 540 3006 0 Avail Cap(c_a), veh/h 914 0 815 266 2021 0 0 1360 576 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 12.2 0.0 10.0 0.0 13.0 13.1 14.7 5.1 0.0 Uniform Delay (d), s/veh 8.6 0.0 12.9 23.6 13.3 0.0 0.0 15.9 15.2 Incr Delay (d2), s/veh 0.4 0.0 0.1 0.0 0.5 1.4 4.7 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 11.2 1.4 0.7 0.0 0.0 0.4 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.9 0.0 0.7 0.0 1.7 1.6 3.5 0.8 0.0 %ile BackOfQ(50%),veh/ln 2.0 0.0 10.8 1.1 6.3 0.0 0.0 2.5 1.3 LnGrp Delay(d),s/veh 12.6 0.0 10.0 0.0 13.5 14.4 19.4 5.1 0.0 LnGrp Delay(d),s/veh 8.8 0.0 24.2 25.0 14.0 0.0 0.0 16.3 15.6 LnGrp LOS B B BBBA LnGrp LOS A C C B B B Approach Vol, veh/h 910 526 596 Approach Vol, veh/h 877 1078 522 Approach Delay, s/veh 12.3 13.8 12.2 Approach Delay, s/veh 20.2 14.7 16.1 Approach LOS B B B Approach LOS C B B Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 11.2s 12.8 15.0 24.0 Phs Duration (G+Y+Rc), s 25.2 7.0 18.3 27.6 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 30.5 8.0 19.5 27.5 Max Q Clear Time (g_c+I1),8.3 s 5.6 10.2 3.8 Max Q Clear Time (g_c+I1), s 14.7 4.2 6.9 22.2 Green Ext Time (p_c), s 0.3 3.3 1.8 2.0 Green Ext Time (p_c), s 6.5 0.0 3.4 2.5 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 12.7 HCM 2010 Ctrl Delay 17.0 HCM 2010 LOS B HCM 2010 LOS B Notes Notes
06 PM Background Synchro 10 Report 06 PM Background Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh11.3 Movement WBL WBR NBT NBR SBL SBT Intersection LOS B Lane Configurations Traffic Volume (veh/h) 92 123 195 156 94 110 Future Volume (veh/h) 92 123 195 156 94 110 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 11 45 4 8 108 198 10 23 12 143 13 4 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Future Vol, veh/h 11 45 4 8 108 198 10 23 12 143 13 4 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 100 134 212 170 102 120 Mvmt Flow 12 48 4 9 116 213 11 25 13 154 14 4 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 319 285 382 306 547 742 Opposing Lanes 1 2 2 1 Arrive On Green 0.18 0.18 0.40 0.40 0.40 0.40 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 959 769 997 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 100 134 0 382 102 120 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1727 997 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.1 1.7 0.0 3.8 2.0 0.9 HCM Control Delay 8.9 12.1 9.3 11.1 Cycle Q Clear(g_c), s 1.1 1.7 0.0 3.8 5.8 0.9 HCM LOS A B A B Prop In Lane 1.00 1.00 0.45 1.00
Lane Grp Cap(c), veh/h 319 285 0 688 547 742 V/C Ratio(X) 0.31 0.47 0.00 0.55 0.19 0.16 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 1968 1757 0 2300 1477 2480 Vol Left, % 22% 20% 0% 3% 92% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 51% 80% 0% 34% 8% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 27% 0% 100% 63% 0% 100% Uniform Delay (d), s/veh 8.0 8.3 0.0 5.2 7.5 4.4 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.2 0.5 0.0 0.7 0.2 0.1 Traffic Vol by Lane 45 56 4 314 156 4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 10 11 0 8 143 0 %ile BackOfQ(50%),veh/ln0.5 0.8 0.0 1.9 0.6 0.5 Through Vol 23 45 0 108 13 0 LnGrp Delay(d),s/veh 8.2 8.7 0.0 5.9 7.6 4.5 RT Vol 12 0 4 198 0 4 LnGrp LOS A A A A A Lane Flow Rate 48 60 4 338 168 4 Approach Vol, veh/h 234 382 222 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.5 5.9 5.9 Degree of Util (X) 0.077 0.094 0.006 0.46 0.282 0.006 Approach LOS A A A Departure Headway (Hd) 5.713 5.629 4.823 4.905 6.053 4.885 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 621 632 735 733 590 726 Assigned Phs 2 6 8 Service Time 3.806 3.402 2.596 2.956 3.828 2.66 Phs Duration (G+Y+Rc), s 14.0 14.0 8.6 HCM Lane V/C Ratio 0.077 0.095 0.005 0.461 0.285 0.006 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 9.3 9 7.6 12.1 11.2 7.7 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAABBA Max Q Clear Time (g_c+I1), s 5.8 7.8 3.7 HCM 95th-tile Q 0.2 0.3 0 2.4 1.2 0 Green Ext Time (p_c), s 2.5 1.1 0.3 Intersection Summary HCM 2010 Ctrl Delay 6.7 HCM 2010 LOS A
06 PM Background Synchro 10 Report 06 PM Background Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 639 1333 9 125 532 502 35 1122 109 137 298 170 Traffic Vol, veh/h 29 235 184 34 38 14 Future Volume (veh/h) 639 1333 9 125 532 502 35 1122 109 137 298 170 Future Vol, veh/h 29 235 184 34 38 14 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 680 1418 10 133 566 0 37 1194 116 146 317 181 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 96 96 96 96 96 96 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 30 245 192 35 40 15 Cap, veh/h 614 1632 12 158 936 291 60 1273 568 167 1487 664 Arrive On Green 0.18 0.31 0.31 0.05 0.18 0.00 0.03 0.36 0.36 0.09 0.42 0.42 Sat Flow, veh/h 3442 5210 37 3442 5085 1583 1774 3539 1579 1774 3539 1580 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 680 923 505 133 566 0 37 1194 116 146 317 181 Conflicting Flow All 227 0 - 0 393 114 Grp Sat Flow(s),veh/h/ln 1721 1695 1856 1721 1695 1583 1774 1770 1579 1774 1770 1580 Stage 1 - - - - 210 - Q Serve(g_s), s 27.2 39.2 39.2 5.8 15.6 0.0 3.1 49.7 7.7 12.4 8.7 11.4 Stage 2 - - - - 183 - Cycle Q Clear(g_c), s 27.2 39.2 39.2 5.8 15.6 0.0 3.1 49.7 7.7 12.4 8.7 11.4 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.02 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 614 1062 581 158 936 291 60 1273 568 167 1487 664 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 1.11 0.87 0.87 0.84 0.60 0.00 0.62 0.94 0.20 0.87 0.21 0.27 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 614 1100 602 158 994 309 244 1288 575 174 1487 664 Pot Cap-1 Maneuver 1339 - - - 584 917 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 805 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 830 - Uniform Delay (d), s/veh 62.7 49.4 49.4 72.2 57.1 0.0 72.7 47.2 33.7 68.2 28.2 29.0 Platoon blocked, % - - - Incr Delay (d2), s/veh 69.6 7.9 13.3 31.1 1.3 0.0 7.4 13.2 0.3 33.8 0.1 0.4 Mov Cap-1 Maneuver 1339 - - - 571 917 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 571 - %ile BackOfQ(50%),veh/ln 18.8 19.5 22.2 3.5 7.4 0.0 1.7 26.5 3.4 7.7 4.3 5.1 Stage 1 - - - - 787 - LnGrp Delay(d),s/veh 132.2 57.3 62.8 103.3 58.5 0.0 80.0 60.3 34.0 102.0 28.3 29.3 Stage 2 - - - - 830 - LnGrp LOS F E E F E F E C F C C
Approach Vol, veh/h 2108 699 1347 644 Approach EB WB SB Approach Delay, s/veh 82.8 67.0 58.6 45.3 HCM Control Delay, s 0.9 0 11 Approach LOS F E E D HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 14.0 55.3 11.2 72.1 33.7 35.6 20.4 62.9 Capacity (veh/h) 1339 - - - 571 917 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.023 - - - 0.069 0.016 Max Green Setting (Gmax), s 7.0 49.5 21.0 49.0 27.2 29.8 15.0 * 56 HCM Control Delay (s) 7.8 - - - 11.8 9 Max Q Clear Time (g_c+I1), s 7.8 41.2 5.1 13.4 29.2 17.6 14.4 51.7 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 6.6 0.0 5.1 0.0 4.2 0.0 3.2 HCM 95th %tile Q(veh) 0.1 - - - 0.2 0 Intersection Summary HCM 2010 Ctrl Delay 68.7 HCM 2010 LOS E Notes
06 PM Background Synchro 10 Report 06 PM Background Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 208 1326 154 274 397 347 194 117 720 114 191 595 Traffic Volume (veh/h) 0 1447 0 0 791 346 126 0 306 0 0 0 Future Volume (veh/h) 208 1326 154 274 397 347 194 117 720 114 191 595 Future Volume (veh/h) 0 1447 0 0 791 346 126 0 306 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 214 1367 159 282 409 0 200 121 742 118 197 0 Adj Flow Rate, veh/h 0 1539 0 0 841 0 134 0 326 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 246 1804 562 389 613 521 233 574 856 102 828 652 Cap, veh/h 0 2046 915 0 2046 915 854 0 393 Arrive On Green 0.14 0.36 0.36 0.11 0.33 0.00 0.13 0.31 0.31 0.06 0.24 0.00 Arrive On Green 0.00 0.58 0.00 0.00 0.58 0.00 0.25 0.00 0.25 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2754 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 214 1367 159 282 409 0 200 121 742 118 197 0 Grp Volume(v), veh/h 0 1539 0 0 841 0 134 0 326 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1377 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 12.5 25.1 7.6 8.4 20.0 0.0 11.7 5.1 26.7 6.1 4.8 0.0 Q Serve(g_s), s 0.0 17.9 0.0 0.0 7.2 0.0 1.7 0.0 10.8 Cycle Q Clear(g_c), s 12.5 25.1 7.6 8.4 20.0 0.0 11.7 5.1 26.7 6.1 4.8 0.0 Cycle Q Clear(g_c), s 0.0 17.9 0.0 0.0 7.2 0.0 1.7 0.0 10.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 246 1804 562 389 613 521 233 574 856 102 828 652 Lane Grp Cap(c), veh/h 0 2046 915 0 2046 915 854 0 393 V/C Ratio(X) 0.87 0.76 0.28 0.73 0.67 0.00 0.86 0.21 0.87 1.16 0.24 0.00 V/C Ratio(X) 0.00 0.75 0.00 0.00 0.41 0.00 0.16 0.00 0.83 Avail Cap(c_a), veh/h 373 2131 663 421 617 525 251 872 1302 102 1360 1071 Avail Cap(c_a), veh/h 0 2046 915 0 2046 915 1475 0 679 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 44.3 29.7 24.1 45.0 30.1 0.0 44.6 26.7 34.2 49.5 32.5 0.0 Uniform Delay (d), s/veh 0.0 8.5 0.0 0.0 6.3 0.0 16.1 0.0 19.5 Incr Delay (d2), s/veh 9.3 1.4 0.3 5.6 2.9 0.0 21.8 0.2 4.2 137.9 0.2 0.0 Incr Delay (d2), s/veh 0.0 1.7 0.0 0.0 0.6 0.0 0.1 0.0 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.7 11.9 3.3 4.3 10.6 0.0 7.1 2.6 10.6 6.8 2.3 0.0 %ile BackOfQ(50%),veh/ln0.0 9.0 0.0 0.0 3.6 0.0 0.8 0.0 5.0 LnGrp Delay(d),s/veh 53.6 31.2 24.4 50.6 33.0 0.0 66.4 26.9 38.3 187.4 32.7 0.0 LnGrp Delay(d),s/veh 0.0 10.2 0.0 0.0 6.9 0.0 16.1 0.0 22.9 LnGrp LOS DCCDC ECDFC LnGrp LOS B A B C Approach Vol, veh/h 1740 691 1063 315 Approach Vol, veh/h 1539 841 460 Approach Delay, s/veh 33.3 40.2 42.3 90.7 Approach Delay, s/veh 10.2 6.9 20.9 Approach LOS C D D F Approach LOS B A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 15.7s 42.8 17.7 29.0 18.4 40.1 9.8 36.9 Phs Duration (G+Y+Rc), s 37.0 18.0 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),10.4 s 27.1 13.7 6.8 14.5 22.0 8.1 28.7 Max Q Clear Time (g_c+I1), s 19.9 12.8 9.2 Green Ext Time (p_c), s 0.2 10.5 0.0 1.8 0.2 2.3 0.0 4.0 Green Ext Time (p_c), s 9.5 1.0 8.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 41.8 HCM 2010 Ctrl Delay 11.0 HCM 2010 LOS D HCM 2010 LOS B Notes Notes
06 PM Background Synchro 10 Report 06 PM Background Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 18 256 0 0 372 0 Traffic Volume (veh/h) 0 2 23 53 51 52 33 230 143 262 458 70 Future Volume (veh/h) 18 256 0 0 372 0 Future Volume (veh/h) 0 2 23 53 51 52 33 230 143 262 458 70 Number 7 4 1 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 23 324 471 0 Adj Flow Rate, veh/h 0 2 26 59 59 59 38 261 0 298 520 80 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 1 1 2121121 Peak Hour Factor 0.79 0.79 0.79 0.79 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 131 1942 0 0 Cap, veh/h 2 867 737 108 1060 1802 177 352 254 378 755 338 Arrive On Green 0.57 0.57 0.00 0.00 Arrive On Green 0.00 0.47 0.47 0.06 0.57 0.57 0.10 0.10 0.00 0.21 0.21 0.21 Sat Flow, veh/h 229 3485 0 Sat Flow, veh/h 1774 1863 1583 1774 1863 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 186 161 0.0 Grp Volume(v), veh/h 0 2 26 59 59 59 38 261 0 298 520 80 Grp Sat Flow(s),veh/h/ln 1851 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 0.6 0.5 Q Serve(g_s), s 0.0 0.1 1.0 3.6 1.6 0.9 2.2 7.9 0.0 17.5 14.9 4.6 Cycle Q Clear(g_c), s 0.6 0.5 Cycle Q Clear(g_c), s 0.0 0.1 1.0 3.6 1.6 0.9 2.2 7.9 0.0 17.5 14.9 4.6 Prop In Lane 0.12 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1060 1013 Lane Grp Cap(c), veh/h 2 867 737 108 1060 1802 177 352 254 378 755 338 V/C Ratio(X) 0.18 0.16 V/C Ratio(X) 0.00 0.00 0.04 0.55 0.06 0.03 0.22 0.74 0.00 0.79 0.69 0.24 Avail Cap(c_a), veh/h 6980 6672 Avail Cap(c_a), veh/h 177 867 737 150 1060 1802 295 589 360 529 1055 472 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.92 0.92 0.92 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 0.0 15.7 16.0 50.2 10.5 10.4 45.6 48.1 0.0 40.9 39.9 35.9 Incr Delay (d2), s/veh 0.1 0.1 Incr Delay (d2), s/veh 0.0 0.0 0.1 3.9 0.0 0.0 0.6 3.1 0.0 5.3 1.1 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.2 %ile BackOfQ(50%),veh/ln0.0 0.0 0.4 1.9 0.8 0.4 1.1 4.0 0.0 9.1 7.4 2.0 LnGrp Delay(d),s/veh 1.3 1.3 LnGrp Delay(d),s/veh 0.0 15.7 16.1 54.1 10.6 10.4 46.2 51.2 0.0 46.2 41.0 36.2 LnGrp LOS A A LnGrp LOS B B D B B D D D D D Approach Vol, veh/h 347 Approach Vol, veh/h 28 177 299 898 Approach Delay, s/veh 1.3 Approach Delay, s/veh 16.0 25.0 50.6 42.3 Approach LOS A Approach LOS B C D D Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.9 Phs Duration (G+Y+Rc), 11.4s 55.8 27.7 0.0 67.2 15.1 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 45.0 Max Green Setting (Gmax),* 9.3 s 31.9 * 33 * 11 30.2 18.3 Max Q Clear Time (g_c+I1), s 2.6 Max Q Clear Time (g_c+I1),5.6 s 3.0 19.5 0.0 3.6 9.9 Green Ext Time (p_c), s 2.2 Green Ext Time (p_c), s 0.0 0.1 4.0 0.0 0.5 1.1 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.3 HCM 2010 Ctrl Delay 41.4 HCM 2010 LOS A HCM 2010 LOS D Notes
07 AM Background + Project Synchro 10 Report 07 AM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 126 103 80 00001482106794020 Traffic Volume (veh/h) 0 0 0 108 6 158 55 229 0 0 975 355 Future Volume (veh/h) 126 103 80 00001482106794020 Future Volume (veh/h) 0 0 0 108 6 158 55 229 0 0 975 355 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 126 130 88 0 163 231 746 442 0 Adj Flow Rate, veh/h 117 7 172 60 249 0 0 1060 386 Adj No. of Lanes 1 1 1 0 1 2 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 257 270 228 0 373 634 624 2266 0 Cap, veh/h 300 18 282 126 2288 0 0 1879 797 Arrive On Green 0.15 0.15 0.15 0.00 0.20 0.20 0.36 0.65 0.00 Arrive On Green 0.18 0.18 0.18 0.07 0.65 0.00 0.00 0.51 0.51 Sat Flow, veh/h 1757 1845 1562 0 1845 3136 1757 3597 0 Sat Flow, veh/h 1662 99 1565 1757 3597 0 0 3689 1565 Grp Volume(v), veh/h 126 130 88 0 163 231 746 442 0 Grp Volume(v), veh/h 124 0 172 60 249 0 0 1060 386 Grp Sat Flow(s),veh/h/ln1757 1845 1562 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1762 0 1565 1757 1752 0 0 1845 1565 Q Serve(g_s), s 2.2 2.2 1.7 0.0 2.6 2.1 12.0 1.7 0.0 Q Serve(g_s), s 2.6 0.0 4.2 1.4 1.1 0.0 0.0 8.3 6.7 Cycle Q Clear(g_c), s 2.2 2.2 1.7 0.0 2.6 2.1 12.0 1.7 0.0 Cycle Q Clear(g_c), s 2.6 0.0 4.2 1.4 1.1 0.0 0.0 8.3 6.7 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.94 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 257 270 228 0 373 634 624 2266 0 Lane Grp Cap(c), veh/h 318 0 282 126 2288 0 0 1879 797 V/C Ratio(X) 0.49 0.48 0.39 0.00 0.44 0.36 1.20 0.20 0.00 V/C Ratio(X) 0.39 0.00 0.61 0.47 0.11 0.00 0.00 0.56 0.48 Avail Cap(c_a), veh/h 1274 1338 1133 0 1010 1718 624 3476 0 Avail Cap(c_a), veh/h 1155 0 1027 335 3218 0 0 2420 1027 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 13.3 13.2 13.0 0.0 11.8 11.6 10.9 2.4 0.0 Uniform Delay (d), s/veh 15.2 0.0 15.8 18.7 2.7 0.0 0.0 7.1 6.7 Incr Delay (d2), s/veh 0.5 0.5 0.4 0.0 1.1 0.5 102.9 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 1.6 1.0 0.0 0.0 0.0 0.4 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.1 1.2 0.8 0.0 1.4 1.0 23.4 0.8 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 1.9 0.7 0.5 0.0 0.0 4.2 3.0 LnGrp Delay(d),s/veh 13.8 13.7 13.4 0.0 12.9 12.1 113.8 2.5 0.0 LnGrp Delay(d),s/veh 15.7 0.0 17.4 19.7 2.7 0.0 0.0 7.5 7.4 LnGrp LOS B B B B B F A LnGrp LOS B B B A A A Approach Vol, veh/h 344 394 1188 Approach Vol, veh/h 296 309 1446 Approach Delay, s/veh 13.7 12.4 72.4 Approach Delay, s/veh 16.7 6.0 7.4 Approach LOS B B E Approach LOS B A A Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 15.0s 10.8 7.9 25.8 Phs Duration (G+Y+Rc), s 31.4 6.0 25.4 10.6 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 38.5 8.0 27.5 27.5 Max Q Clear Time (g_c+I1),14.0 s 4.6 4.2 3.7 Max Q Clear Time (g_c+I1), s 3.1 3.4 10.3 6.2 Green Ext Time (p_c), s 0.0 2.2 0.7 3.2 Green Ext Time (p_c), s 1.7 0.0 11.1 1.5 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 49.6 HCM 2010 Ctrl Delay 8.6 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
07 AM Background + Project Synchro 10 Report 07 AM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh 8.7 Movement WBL WBR NBT NBR SBL SBT Intersection LOS A Lane Configurations Traffic Volume (veh/h) 161 56 64 130 104 85 Future Volume (veh/h) 161 56 64 130 104 85 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 5 91 2 14 48 49 5 10 29 78 5 9 Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00 Future Vol, veh/h 5 91 2 14 48 49 5 10 29 78 5 9 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 175 61 70 141 113 92 Mvmt Flow 5 95 2 15 50 51 5 10 30 81 5 9 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 367 328 197 398 639 675 Opposing Lanes 1 2 2 1 Arrive On Green 0.21 0.21 0.36 0.36 0.36 0.36 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 545 1097 1166 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 175 61 0 211 113 92 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1641 1166 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.9 0.7 0.0 2.1 1.7 0.7 HCM Control Delay 8.6 8.7 8.2 9 Cycle Q Clear(g_c), s 1.9 0.7 0.0 2.1 3.8 0.7 HCM LOS A A A A Prop In Lane 1.00 1.00 0.67 1.00
Lane Grp Cap(c), veh/h 367 328 0 595 639 675 V/C Ratio(X) 0.48 0.19 0.00 0.35 0.18 0.14 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 2010 1794 0 2231 1801 2532 Vol Left, % 11% 5% 0% 13% 94% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 23% 95% 0% 43% 6% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 66% 0% 100% 44% 0% 100% Uniform Delay (d), s/veh 7.7 7.2 0.0 5.1 6.5 4.7 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 1.0 0.3 0.0 0.4 0.1 0.1 Traffic Vol by Lane 44 96 2 111 83 9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 5 5 0 14 78 0 %ile BackOfQ(50%),veh/ln1.0 0.3 0.0 1.0 0.6 0.4 Through Vol 10 91 0 48 5 0 LnGrp Delay(d),s/veh 8.7 7.5 0.0 5.5 6.7 4.8 RT Vol 29 0 2 49 0 9 LnGrp LOS A A A A A Lane Flow Rate 46 100 2 116 86 9 Approach Vol, veh/h 236 211 205 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.4 5.5 5.8 Degree of Util (X) 0.062 0.14 0.002 0.154 0.134 0.012 Approach LOS A A A Departure Headway (Hd) 4.84 5.044 4.315 4.803 5.591 4.416 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 741 712 831 748 642 811 Assigned Phs 2 6 8 Service Time 2.866 2.764 2.034 2.823 3.314 2.139 Phs Duration (G+Y+Rc), s 13.0 13.0 9.1 HCM Lane V/C Ratio 0.062 0.14 0.002 0.155 0.134 0.011 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 8.2 8.6 7 8.7 9.2 7.2 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAAAAA Max Q Clear Time (g_c+I1), s 4.1 5.8 3.9 HCM 95th-tile Q 0.2 0.5 0 0.5 0.5 0 Green Ext Time (p_c), s 1.3 0.9 0.7 Intersection Summary HCM 2010 Ctrl Delay 6.6 HCM 2010 LOS A
07 AM Background + Project Synchro 10 Report 07 AM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 270 657 12 214 1378 210 24 366 130 155 793 736 Traffic Vol, veh/h 14 225 182 43 95 29 Future Volume (veh/h) 270 657 12 214 1378 210 24 366 130 155 793 736 Future Vol, veh/h 14 225 182 43 95 29 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 287 699 13 228 1466 0 26 389 138 165 844 783 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 92 92 92 92 92 92 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 15 245 198 47 103 32 Cap, veh/h 328 1794 33 200 1605 500 52 988 442 189 1261 564 Arrive On Green 0.10 0.35 0.35 0.06 0.32 0.00 0.03 0.28 0.28 0.11 0.36 0.36 Sat Flow, veh/h 3442 5141 95 3442 5085 1583 1774 3539 1583 1774 3539 1583 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 287 461 251 228 1466 0 26 389 138 165 844 783 Conflicting Flow All 245 0 - 0 375 123 Grp Sat Flow(s),veh/h/ln 1721 1695 1846 1721 1695 1583 1774 1770 1583 1774 1770 1583 Stage 1 - - - - 222 - Q Serve(g_s), s 11.3 14.1 14.1 8.0 38.1 0.0 2.0 12.2 9.5 12.6 27.7 49.0 Stage 2 - - - - 153 - Cycle Q Clear(g_c), s 11.3 14.1 14.1 8.0 38.1 0.0 2.0 12.2 9.5 12.6 27.7 49.0 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.05 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 328 1183 644 200 1605 500 52 988 442 189 1261 564 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 0.88 0.39 0.39 1.14 0.91 0.00 0.50 0.39 0.31 0.87 0.67 1.39 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 328 1196 651 200 1624 506 271 1377 616 219 1261 564 Pot Cap-1 Maneuver 1318 - - - 599 905 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 794 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 859 - Uniform Delay (d), s/veh 61.4 33.7 33.7 64.7 45.3 0.0 65.8 40.1 39.1 60.5 37.4 44.2 Platoon blocked, % - - - Incr Delay (d2), s/veh 21.9 0.4 0.7 105.9 8.5 0.0 5.5 0.4 0.7 26.2 1.7 185.2 Mov Cap-1 Maneuver 1318 - - - 592 905 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 592 - %ile BackOfQ(50%),veh/ln 6.4 6.6 7.3 6.7 19.1 0.0 1.1 6.1 4.2 7.6 13.8 50.4 Stage 1 - - - - 785 - LnGrp Delay(d),s/veh 83.3 34.1 34.4 170.6 53.8 0.0 71.3 40.6 39.8 86.8 39.1 229.4 Stage 2 - - - - 859 - LnGrp LOS F C C F D E D D F D F
Approach Vol, veh/h 999 1694 553 1792 Approach EB WB SB Approach Delay, s/veh 48.3 69.5 41.8 126.6 HCM Control Delay, s 0.5 0 11.6 Approach LOS D E D F HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 15.0 55.5 10.0 57.0 19.6 50.9 20.6 46.4 Capacity (veh/h) 1318 - - - 592 905 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.012 - - - 0.174 0.035 Max Green Setting (Gmax), s 8.0 48.5 21.0 49.0 13.1 43.9 17.0 * 54 HCM Control Delay (s) 7.8 - - - 12.4 9.1 Max Q Clear Time (g_c+I1), s 10.0 16.1 4.0 51.0 13.3 40.1 14.6 14.2 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 8.0 0.0 0.0 0.0 3.3 0.1 5.8 HCM 95th %tile Q(veh) 0 - - - 0.6 0.1 Intersection Summary HCM 2010 Ctrl Delay 82.6 HCM 2010 LOS F Notes
07 AM Background + Project Synchro 10 Report 07 AM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 164 770 211 387 447 54 82 29 270 32 592 1335 Traffic Volume (veh/h) 0 285 17 0 594 28 220 0 141 0 0 0 Future Volume (veh/h) 164 770 211 387 447 54 82 29 270 32 592 1335 Future Volume (veh/h) 0 285 17 0 594 28 220 0 141 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 176 828 227 416 481 0 88 31 290 34 637 0 Adj Flow Rate, veh/h 0 310 0 0 646 0 239 0 153 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 205 1957 609 387 711 604 202 596 885 51 831 655 Cap, veh/h 0 2317 1037 0 2317 1037 516 0 238 Arrive On Green 0.12 0.39 0.39 0.11 0.39 0.00 0.11 0.32 0.32 0.03 0.24 0.00 Arrive On Green 0.00 0.66 0.00 0.00 0.66 0.00 0.15 0.00 0.15 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2739 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 176 828 227 416 481 0 88 31 290 34 637 0 Grp Volume(v), veh/h 0 310 0 0 646 0 239 0 153 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1370 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 11.3 13.8 11.9 13.0 24.8 0.0 5.3 1.3 9.2 2.2 19.4 0.0 Q Serve(g_s), s 0.0 1.6 0.0 0.0 3.7 0.0 3.1 0.0 4.5 Cycle Q Clear(g_c), s 11.3 13.8 11.9 13.0 24.8 0.0 5.3 1.3 9.2 2.2 19.4 0.0 Cycle Q Clear(g_c), s 0.0 1.6 0.0 0.0 3.7 0.0 3.1 0.0 4.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 205 1957 609 387 711 604 202 596 885 51 831 655 Lane Grp Cap(c), veh/h 0 2317 1037 0 2317 1037 516 0 238 V/C Ratio(X) 0.86 0.42 0.37 1.08 0.68 0.00 0.44 0.05 0.33 0.67 0.77 0.00 V/C Ratio(X) 0.00 0.13 0.00 0.00 0.28 0.00 0.46 0.00 0.64 Avail Cap(c_a), veh/h 342 1957 609 387 711 604 230 801 1189 94 1249 983 Avail Cap(c_a), veh/h 0 2317 1037 0 2317 1037 1670 0 769 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 49.6 25.6 25.0 50.8 29.2 0.0 47.2 26.7 29.3 55.1 40.7 0.0 Uniform Delay (d), s/veh 0.0 3.1 0.0 0.0 3.4 0.0 18.8 0.0 19.4 Incr Delay (d2), s/veh 5.3 0.7 1.7 67.3 5.1 0.0 0.6 0.0 0.2 5.6 2.2 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.3 0.0 0.5 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.8 6.5 5.4 9.7 13.6 0.0 2.6 0.7 3.5 1.1 9.6 0.0 %ile BackOfQ(50%),veh/ln0.0 0.8 0.0 0.0 1.9 0.0 1.5 0.0 2.1 LnGrp Delay(d),s/veh 54.9 26.3 26.8 118.0 34.4 0.0 47.8 26.7 29.5 60.7 42.9 0.0 LnGrp Delay(d),s/veh 0.0 3.2 0.0 0.0 3.7 0.0 19.3 0.0 21.5 LnGrp LOS D C C F C D C C E D LnGrp LOS A A B C Approach Vol, veh/h 1231 897 409 671 Approach Vol, veh/h 310 646 392 Approach Delay, s/veh 30.5 73.2 33.3 43.8 Approach Delay, s/veh 3.2 3.7 20.2 Approach LOS C E C D Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 49.6 16.8 31.4 17.1 49.2 7.0 41.2 Phs Duration (G+Y+Rc), s 37.0 11.6 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),15.0 s 15.8 7.3 21.4 13.3 26.8 4.2 11.2 Max Q Clear Time (g_c+I1), s 3.6 6.5 5.7 Green Ext Time (p_c), s 0.0 8.4 0.1 5.8 0.1 2.1 0.0 1.4 Green Ext Time (p_c), s 2.7 0.9 6.2 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 45.6 HCM 2010 Ctrl Delay 8.4 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
07 AM Background + Project Synchro 10 Report 07 AM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/24/2020 2: Castro St & I-580 WB Ramps 01/24/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 5 1128 0 0 176 0 Traffic Volume (veh/h) 80 20 76 135 5 398 9 1515 68 392 410 6 Future Volume (veh/h) 5 1128 0 0 176 0 Future Volume (veh/h) 80 20 76 135 5 398 9 1515 68 392 410 6 Number 7 4 5 12 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 6 1267 198 0 Adj Flow Rate, veh/h 57 71 86 157 0 452 10 1722 0 445 466 7 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 2 0 2121121 Peak Hour Factor 0.89 0.89 0.89 0.89 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 11 2518 0 0 Cap, veh/h 118 393 334 203 0 638 707 1411 722 382 762 341 Arrive On Green 0.70 0.70 0.00 0.00 Arrive On Green 0.07 0.21 0.21 0.06 0.00 0.20 0.40 0.40 0.00 0.22 0.22 0.22 Sat Flow, veh/h 16 3708 0 Sat Flow, veh/h 1774 1863 1583 3548 0 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 683 590 0.0 Grp Volume(v), veh/h 57 71 86 157 0 452 10 1722 0 445 466 7 Grp Sat Flow(s),veh/h/ln 1862 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 0 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 3.0 2.6 Q Serve(g_s), s 4.6 4.7 6.8 6.5 0.0 19.9 0.5 59.8 0.0 32.3 17.8 0.5 Cycle Q Clear(g_c), s 3.0 2.6 Cycle Q Clear(g_c), s 4.6 4.7 6.8 6.5 0.0 19.9 0.5 59.8 0.0 32.3 17.8 0.5 Prop In Lane 0.01 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1297 1233 Lane Grp Cap(c), veh/h 118 393 334 203 0 638 707 1411 722 382 762 341 V/C Ratio(X) 0.53 0.48 V/C Ratio(X) 0.48 0.18 0.26 0.77 0.00 0.71 0.01 1.22 0.00 1.16 0.61 0.02 Avail Cap(c_a), veh/h 1928 1832 Avail Cap(c_a), veh/h 130 393 334 229 0 638 707 1411 722 382 762 341 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 67.5 48.6 49.4 69.7 0.0 55.8 27.3 45.1 0.0 58.9 53.2 46.4 Incr Delay (d2), s/veh 0.3 0.3 Incr Delay (d2), s/veh 3.0 1.0 1.9 13.5 0.0 3.6 0.0 105.8 0.0 99.1 1.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 1.2 %ile BackOfQ(50%),veh/ln2.4 2.5 3.2 3.6 0.0 9.0 0.3 49.9 0.0 26.3 8.9 0.2 LnGrp Delay(d),s/veh 1.6 1.5 LnGrp Delay(d),s/veh 70.6 49.6 51.3 83.2 0.0 59.4 27.3 150.9 0.0 158.0 54.6 46.4 LnGrp LOS A A LnGrp LOS E D D F E C F F D D Approach Vol, veh/h 1273 Approach Vol, veh/h 214 609 1732 918 Approach Delay, s/veh 1.5 Approach Delay, s/veh 55.8 65.5 150.2 104.7 Approach LOS A Approach LOS E E F F Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 16.8 Phs Duration (G+Y+Rc), 13.3s 36.2 36.5 14.7 34.8 64.0 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 17.4 Max Green Setting (Gmax),* 9.7 s 30.5 * 32 * 11 29.2 59.8 Max Q Clear Time (g_c+I1), s 5.0 Max Q Clear Time (g_c+I1),8.5 s 8.8 34.3 6.6 21.9 61.8 Green Ext Time (p_c), s 6.8 Green Ext Time (p_c), s 0.1 0.6 0.0 0.0 1.1 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.5 HCM 2010 Ctrl Delay 117.5 HCM 2010 LOS A HCM 2010 LOS F Notes
08 PM Background + Project Synchro 10 Report 08 PM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 Ramps/I-580 EB Ramps 01/24/2020 4: Canal Blvd & I-580 WB Ramps 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 742 79 93 00002612242952940 Traffic Volume (veh/h) 0 0 0 207 4 623 70 945 0 0 391 103 Future Volume (veh/h) 742 79 93 00002612242952940 Future Volume (veh/h) 0 0 0 207 4 623 70 945 0 0 391 103 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 815 0 95 0 362 165 301 300 0 Adj Flow Rate, veh/h 220 4 663 74 1005 0 0 416 110 Adj No. of Lanes 2 0 1 0 2 1 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 1081 0 482 0 832 354 372 1801 0 Cap, veh/h 810 15 735 131 1402 0 0 993 421 Arrive On Green 0.31 0.00 0.31 0.00 0.23 0.23 0.21 0.51 0.00 Arrive On Green 0.47 0.47 0.47 0.07 0.40 0.00 0.00 0.27 0.27 Sat Flow, veh/h 3514 0 1565 0 3689 1568 1757 3597 0 Sat Flow, veh/h 1727 31 1567 1757 3597 0 0 3689 1563 Grp Volume(v), veh/h 815 0 95 0 362 165 301 300 0 Grp Volume(v), veh/h 224 0 663 74 1005 0 0 416 110 Grp Sat Flow(s),veh/h/ln1757 0 1565 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1758 0 1567 1757 1752 0 0 1845 1563 Q Serve(g_s), s 8.2 0.0 1.8 0.0 3.3 3.6 6.4 1.8 0.0 Q Serve(g_s), s 4.1 0.0 20.8 2.2 12.9 0.0 0.0 5.0 3.0 Cycle Q Clear(g_c), s 8.2 0.0 1.8 0.0 3.3 3.6 6.4 1.8 0.0 Cycle Q Clear(g_c), s 4.1 0.0 20.8 2.2 12.9 0.0 0.0 5.0 3.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.98 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1081 0 482 0 832 354 372 1801 0 Lane Grp Cap(c), veh/h 825 0 735 131 1402 0 0 993 421 V/C Ratio(X) 0.75 0.00 0.20 0.00 0.43 0.47 0.81 0.17 0.00 V/C Ratio(X) 0.27 0.00 0.90 0.56 0.72 0.00 0.00 0.42 0.26 Avail Cap(c_a), veh/h 2193 0 977 0 1738 739 537 2991 0 Avail Cap(c_a), veh/h 904 0 806 263 1999 0 0 1346 570 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 12.2 0.0 10.0 0.0 13.1 13.2 14.7 5.1 0.0 Uniform Delay (d), s/veh 8.6 0.0 13.1 23.9 13.5 0.0 0.0 16.1 15.4 Incr Delay (d2), s/veh 0.4 0.0 0.1 0.0 0.5 1.4 5.0 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.0 12.4 1.4 0.7 0.0 0.0 0.4 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.0 0.0 0.7 0.0 1.7 1.6 3.6 0.8 0.0 %ile BackOfQ(50%),veh/ln 2.0 0.0 11.4 1.1 6.3 0.0 0.0 2.5 1.3 LnGrp Delay(d),s/veh 12.7 0.0 10.1 0.0 13.6 14.5 19.8 5.1 0.0 LnGrp Delay(d),s/veh 8.8 0.0 25.4 25.3 14.2 0.0 0.0 16.5 15.8 LnGrp LOS B B BBBA LnGrp LOS A C C B B B Approach Vol, veh/h 910 527 601 Approach Vol, veh/h 887 1079 526 Approach Delay, s/veh 12.4 13.9 12.4 Approach Delay, s/veh 21.2 15.0 16.4 Approach LOS B B B Approach LOS C B B Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 11.3s 12.9 15.1 24.2 Phs Duration (G+Y+Rc), s 25.4 7.0 18.4 28.1 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 30.5 8.0 19.5 27.5 Max Q Clear Time (g_c+I1),8.4 s 5.6 10.2 3.8 Max Q Clear Time (g_c+I1), s 14.9 4.2 7.0 22.8 Green Ext Time (p_c), s 0.3 3.3 1.8 2.0 Green Ext Time (p_c), s 6.5 0.0 3.4 2.2 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 12.8 HCM 2010 Ctrl Delay 17.5 HCM 2010 LOS B HCM 2010 LOS B Notes Notes
08 PM Background + Project Synchro 10 Report 08 PM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/24/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/24/2020
Intersection Intersection Delay, s/veh11.4 Movement WBL WBR NBT NBR SBL SBT Intersection LOS B Lane Configurations Traffic Volume (veh/h) 93 124 195 158 96 110 Future Volume (veh/h) 93 124 195 158 96 110 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 11 45 4 8 108 199 10 23 12 145 13 4 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Future Vol, veh/h 11 45 4 8 108 199 10 23 12 145 13 4 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 101 135 212 172 104 120 Mvmt Flow 12 48 4 9 116 214 11 25 13 156 14 4 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 319 285 382 310 546 747 Opposing Lanes 1 2 2 1 Arrive On Green 0.18 0.18 0.40 0.40 0.40 0.40 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 953 773 995 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 101 135 0 384 104 120 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1726 995 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.1 1.7 0.0 3.9 2.0 0.9 HCM Control Delay 8.9 12.2 9.3 11.2 Cycle Q Clear(g_c), s 1.1 1.7 0.0 3.9 5.9 0.9 HCM LOS A B A B Prop In Lane 1.00 1.00 0.45 1.00
Lane Grp Cap(c), veh/h 319 285 0 692 546 747 V/C Ratio(X) 0.32 0.47 0.00 0.56 0.19 0.16 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 1957 1747 0 2286 1465 2466 Vol Left, % 22% 20% 0% 3% 92% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 51% 80% 0% 34% 8% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 27% 0% 100% 63% 0% 100% Uniform Delay (d), s/veh 8.1 8.3 0.0 5.2 7.5 4.3 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.2 0.5 0.0 0.7 0.2 0.1 Traffic Vol by Lane 45 56 4 315 158 4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 10 11 0 8 145 0 %ile BackOfQ(50%),veh/ln0.6 0.8 0.0 1.9 0.6 0.5 Through Vol 23 45 0 108 13 0 LnGrp Delay(d),s/veh 8.3 8.8 0.0 5.9 7.7 4.4 RT Vol 12 0 4 199 0 4 LnGrp LOS A A A A A Lane Flow Rate 48 60 4 339 170 4 Approach Vol, veh/h 236 384 224 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.6 5.9 5.9 Degree of Util (X) 0.077 0.094 0.006 0.462 0.286 0.006 Approach LOS A A A Departure Headway (Hd) 5.719 5.638 4.832 4.912 6.055 4.887 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 620 631 734 732 590 725 Assigned Phs 2 6 8 Service Time 3.814 3.413 2.606 2.963 3.833 2.664 Phs Duration (G+Y+Rc), s 14.1 14.1 8.6 HCM Lane V/C Ratio 0.077 0.095 0.005 0.463 0.288 0.006 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 9.3 9 7.6 12.2 11.3 7.7 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAABBA Max Q Clear Time (g_c+I1), s 5.9 7.9 3.7 HCM 95th-tile Q 0.2 0.3 0 2.5 1.2 0 Green Ext Time (p_c), s 2.5 1.1 0.3 Intersection Summary HCM 2010 Ctrl Delay 6.7 HCM 2010 LOS A
08 PM Background + Project Synchro 10 Report 08 PM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/24/2020 8: San Pablo Ave & Richmond Pkwy 01/24/2020
Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 641 1355 9 125 570 502 35 1122 109 137 298 173 Traffic Vol, veh/h 33 235 184 94 73 16 Future Volume (veh/h) 641 1355 9 125 570 502 35 1122 109 137 298 173 Future Vol, veh/h 33 235 184 94 73 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 682 1441 10 133 606 0 37 1194 116 146 317 184 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 96 96 96 96 96 96 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 34 245 192 98 76 17 Cap, veh/h 612 1639 11 158 944 294 60 1271 567 167 1485 663 Arrive On Green 0.18 0.31 0.31 0.05 0.19 0.00 0.03 0.36 0.36 0.09 0.42 0.42 Sat Flow, veh/h 3442 5210 36 3442 5085 1583 1774 3539 1579 1774 3539 1580 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 682 938 513 133 606 0 37 1194 116 146 317 184 Conflicting Flow All 290 0 - 0 432 145 Grp Sat Flow(s),veh/h/ln 1721 1695 1856 1721 1695 1583 1774 1770 1579 1774 1770 1580 Stage 1 - - - - 241 - Q Serve(g_s), s 27.2 40.1 40.1 5.9 16.8 0.0 3.1 49.9 7.8 12.4 8.7 11.7 Stage 2 - - - - 191 - Cycle Q Clear(g_c), s 27.2 40.1 40.1 5.9 16.8 0.0 3.1 49.9 7.8 12.4 8.7 11.7 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.02 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 612 1066 584 158 944 294 60 1271 567 167 1485 663 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 1.11 0.88 0.88 0.84 0.64 0.00 0.62 0.94 0.20 0.87 0.21 0.28 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 612 1098 601 158 991 309 244 1285 573 174 1485 663 Pot Cap-1 Maneuver 1269 - - - 552 876 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 776 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 822 - Uniform Delay (d), s/veh 62.8 49.7 49.7 72.4 57.6 0.0 72.9 47.4 33.9 68.3 28.3 29.2 Platoon blocked, % - - - Incr Delay (d2), s/veh 71.8 8.7 14.5 31.5 1.7 0.0 7.4 13.4 0.3 34.0 0.1 0.4 Mov Cap-1 Maneuver 1269 - - - 537 876 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 537 - %ile BackOfQ(50%),veh/ln 18.9 20.0 22.9 3.5 8.1 0.0 1.7 26.7 3.4 7.7 4.3 5.2 Stage 1 - - - - 755 - LnGrp Delay(d),s/veh 134.6 58.3 64.2 103.9 59.3 0.0 80.2 60.8 34.2 102.3 28.4 29.5 Stage 2 - - - - 822 - LnGrp LOS F E E F E F E C F C C
Approach Vol, veh/h 2133 739 1347 647 Approach EB WB SB Approach Delay, s/veh 84.1 67.3 59.0 45.4 HCM Control Delay, s 1 0 12.2 Approach LOS F E E D HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 14.0 55.6 11.2 72.1 33.7 35.9 20.4 62.9 Capacity (veh/h) 1269 - - - 537 876 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.027 - - - 0.142 0.019 Max Green Setting (Gmax), s 7.0 49.5 21.0 49.0 27.2 29.8 15.0 * 56 HCM Control Delay (s) 7.9 - - - 12.8 9.2 Max Q Clear Time (g_c+I1), s 7.9 42.1 5.1 13.7 29.2 18.8 14.4 51.9 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 6.0 0.0 5.1 0.0 4.2 0.0 3.0 HCM 95th %tile Q(veh) 0.1 - - - 0.5 0.1 Intersection Summary HCM 2010 Ctrl Delay 69.5 HCM 2010 LOS E Notes
08 PM Background + Project Synchro 10 Report 08 PM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/24/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/24/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 217 1339 154 274 416 347 194 117 720 114 191 614 Traffic Volume (veh/h) 0 1449 11 0 794 346 142 0 306 0 0 0 Future Volume (veh/h) 217 1339 154 274 416 347 194 117 720 114 191 614 Future Volume (veh/h) 0 1449 11 0 794 346 142 0 306 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 224 1380 159 282 429 0 200 121 742 118 197 0 Adj Flow Rate, veh/h 0 1541 0 0 845 0 151 0 326 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 255 1811 564 387 605 514 232 573 856 102 828 652 Cap, veh/h 0 2045 915 0 2045 915 856 0 394 Arrive On Green 0.15 0.36 0.36 0.11 0.33 0.00 0.13 0.31 0.31 0.06 0.24 0.00 Arrive On Green 0.00 0.58 0.00 0.00 0.58 0.00 0.25 0.00 0.25 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2754 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 224 1380 159 282 429 0 200 121 742 118 197 0 Grp Volume(v), veh/h 0 1541 0 0 845 0 151 0 326 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1377 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 13.2 25.5 7.6 8.4 21.5 0.0 11.8 5.1 26.8 6.1 4.8 0.0 Q Serve(g_s), s 0.0 18.0 0.0 0.0 7.3 0.0 1.9 0.0 10.8 Cycle Q Clear(g_c), s 13.2 25.5 7.6 8.4 21.5 0.0 11.8 5.1 26.8 6.1 4.8 0.0 Cycle Q Clear(g_c), s 0.0 18.0 0.0 0.0 7.3 0.0 1.9 0.0 10.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 255 1811 564 387 605 514 232 573 856 102 828 652 Lane Grp Cap(c), veh/h 0 2045 915 0 2045 915 856 0 394 V/C Ratio(X) 0.88 0.76 0.28 0.73 0.71 0.00 0.86 0.21 0.87 1.16 0.24 0.00 V/C Ratio(X) 0.00 0.75 0.00 0.00 0.41 0.00 0.18 0.00 0.83 Avail Cap(c_a), veh/h 371 2123 661 420 615 523 250 868 1297 102 1354 1066 Avail Cap(c_a), veh/h 0 2045 915 0 2045 915 1474 0 678 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 44.2 29.8 24.1 45.2 31.1 0.0 44.9 26.8 34.3 49.7 32.6 0.0 Uniform Delay (d), s/veh 0.0 8.5 0.0 0.0 6.3 0.0 16.1 0.0 19.5 Incr Delay (d2), s/veh 11.3 1.5 0.3 5.8 3.9 0.0 22.4 0.2 4.2 139.6 0.2 0.0 Incr Delay (d2), s/veh 0.0 1.7 0.0 0.0 0.6 0.0 0.1 0.0 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln7.2 12.0 3.3 4.3 11.6 0.0 7.2 2.6 10.7 6.9 2.3 0.0 %ile BackOfQ(50%),veh/ln0.0 9.1 0.0 0.0 3.6 0.0 0.9 0.0 5.0 LnGrp Delay(d),s/veh 55.5 31.3 24.4 51.0 35.0 0.0 67.3 27.0 38.5 189.3 32.8 0.0 LnGrp Delay(d),s/veh 0.0 10.3 0.0 0.0 6.9 0.0 16.2 0.0 22.8 LnGrp LOS ECCDC ECDFC LnGrp LOS B A B C Approach Vol, veh/h 1763 711 1063 315 Approach Vol, veh/h 1541 845 477 Approach Delay, s/veh 33.8 41.3 42.6 91.4 Approach Delay, s/veh 10.3 6.9 20.7 Approach LOS C D D F Approach LOS B A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 15.7s 43.1 17.7 29.1 19.0 39.7 9.8 37.0 Phs Duration (G+Y+Rc), s 37.0 18.0 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),10.4 s 27.5 13.8 6.8 15.2 23.5 8.1 28.8 Max Q Clear Time (g_c+I1), s 20.0 12.8 9.3 Green Ext Time (p_c), s 0.2 10.5 0.0 1.8 0.2 2.2 0.0 4.0 Green Ext Time (p_c), s 9.4 1.0 8.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 42.3 HCM 2010 Ctrl Delay 11.0 HCM 2010 LOS D HCM 2010 LOS B Notes Notes
08 PM Background + Project Synchro 10 Report 08 PM Background + Project Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/27/2020 2: Castro St & I-580 WB Ramps 01/27/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 21 294 0 0 431 0 Traffic Volume (veh/h) 0 2 26 61 59 60 38 264 165 294 528 81 Future Volume (veh/h) 21 294 0 0 431 0 Future Volume (veh/h) 0 2 26 61 59 60 38 264 165 294 528 81 Number 7 4 1 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 21 294 431 0 Adj Flow Rate, veh/h 0 2 26 60 60 60 38 264 0 294 528 81 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 1 1 2121121 Peak Hour Factor 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 128 1876 0 0 Cap, veh/h 2 868 738 108 1061 1804 178 355 256 375 749 335 Arrive On Green 0.55 0.55 0.00 0.00 Arrive On Green 0.00 0.47 0.47 0.06 0.57 0.57 0.10 0.10 0.00 0.21 0.21 0.21 Sat Flow, veh/h 230 3483 0 Sat Flow, veh/h 1774 1863 1583 1774 1863 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 169 146 0.0 Grp Volume(v), veh/h 0 2 26 60 60 60 38 264 0 294 528 81 Grp Sat Flow(s),veh/h/ln 1851 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 0.5 0.5 Q Serve(g_s), s 0.0 0.1 1.0 3.6 1.6 0.9 2.2 8.0 0.0 17.2 15.2 4.7 Cycle Q Clear(g_c), s 0.5 0.5 Cycle Q Clear(g_c), s 0.0 0.1 1.0 3.6 1.6 0.9 2.2 8.0 0.0 17.2 15.2 4.7 Prop In Lane 0.12 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1024 979 Lane Grp Cap(c), veh/h 2 868 738 108 1061 1804 178 355 256 375 749 335 V/C Ratio(X) 0.16 0.15 V/C Ratio(X) 0.00 0.00 0.04 0.55 0.06 0.03 0.21 0.74 0.00 0.78 0.70 0.24 Avail Cap(c_a), veh/h 7296 6974 Avail Cap(c_a), veh/h 177 868 738 150 1061 1804 295 589 360 529 1055 472 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.3 1.2 Uniform Delay (d), s/veh 0.0 15.7 15.9 50.2 10.5 10.4 45.5 48.1 0.0 41.0 40.2 36.0 Incr Delay (d2), s/veh 0.1 0.1 Incr Delay (d2), s/veh 0.0 0.0 0.1 4.0 0.0 0.0 0.6 3.1 0.0 5.0 1.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.2 %ile BackOfQ(50%),veh/ln0.0 0.0 0.4 1.9 0.8 0.4 1.1 4.0 0.0 8.9 7.5 2.1 LnGrp Delay(d),s/veh 1.3 1.3 LnGrp Delay(d),s/veh 0.0 15.7 16.0 54.1 10.5 10.4 46.1 51.2 0.0 46.0 41.4 36.4 LnGrp LOS A A LnGrp LOS B B D B B D D D D D Approach Vol, veh/h 315 Approach Vol, veh/h 28 180 302 903 Approach Delay, s/veh 1.3 Approach Delay, s/veh 16.0 25.0 50.5 42.4 Approach LOS A Approach LOS B C D D Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.4 Phs Duration (G+Y+Rc), 11.4s 55.9 27.5 0.0 67.3 15.2 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 45.0 Max Green Setting (Gmax),* 9.3 s 31.9 * 33 * 11 30.2 18.3 Max Q Clear Time (g_c+I1), s 2.5 Max Q Clear Time (g_c+I1),5.6 s 3.0 19.2 0.0 3.6 10.0 Green Ext Time (p_c), s 2.0 Green Ext Time (p_c), s 0.0 0.1 4.1 0.0 0.5 1.1 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.3 HCM 2010 Ctrl Delay 41.4 HCM 2010 LOS A HCM 2010 LOS D Notes
09 AM Cumulative Synchro 10 Report 09 AM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 EB Ramps 01/27/2020 4: Canal Blvd & I-580 WB Ramps 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 145 119 93 00001702437804650 Traffic Volume (veh/h) 0 0 0 125 7 183 64 264 0 0 1124 411 Future Volume (veh/h) 145 119 93 00001702437804650 Future Volume (veh/h) 0 0 0 125 7 183 64 264 0 0 1124 411 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 132 137 93 0 170 243 780 465 0 Adj Flow Rate, veh/h 125 7 183 64 264 0 0 1124 411 Adj No. of Lanes 1 1 1 0 1 2 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 264 278 235 0 382 649 616 2261 0 Cap, veh/h 312 17 293 130 2292 0 0 1887 801 Arrive On Green 0.15 0.15 0.15 0.00 0.21 0.21 0.35 0.65 0.00 Arrive On Green 0.19 0.19 0.19 0.07 0.65 0.00 0.00 0.51 0.51 Sat Flow, veh/h 1757 1845 1562 0 1845 3136 1757 3597 0 Sat Flow, veh/h 1668 93 1565 1757 3597 0 0 3689 1565 Grp Volume(v), veh/h 132 137 93 0 170 243 780 465 0 Grp Volume(v), veh/h 132 0 183 64 264 0 0 1124 411 Grp Sat Flow(s),veh/h/ln1757 1845 1562 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1761 0 1565 1757 1752 0 0 1845 1565 Q Serve(g_s), s 2.4 2.3 1.8 0.0 2.8 2.3 12.0 1.9 0.0 Q Serve(g_s), s 2.9 0.0 4.7 1.5 1.2 0.0 0.0 9.4 7.6 Cycle Q Clear(g_c), s 2.4 2.3 1.8 0.0 2.8 2.3 12.0 1.9 0.0 Cycle Q Clear(g_c), s 2.9 0.0 4.7 1.5 1.2 0.0 0.0 9.4 7.6 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.95 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 264 278 235 0 382 649 616 2261 0 Lane Grp Cap(c), veh/h 329 0 293 130 2292 0 0 1887 801 V/C Ratio(X) 0.50 0.49 0.40 0.00 0.45 0.37 1.27 0.21 0.00 V/C Ratio(X) 0.40 0.00 0.63 0.49 0.12 0.00 0.00 0.60 0.51 Avail Cap(c_a), veh/h 1257 1320 1118 0 997 1694 616 3429 0 Avail Cap(c_a), veh/h 1102 0 979 320 3070 0 0 2308 979 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 13.4 13.3 13.1 0.0 11.9 11.7 11.1 2.5 0.0 Uniform Delay (d), s/veh 15.7 0.0 16.5 19.6 2.8 0.0 0.0 7.5 7.1 Incr Delay (d2), s/veh 0.5 0.5 0.4 0.0 1.2 0.5 132.6 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 1.6 1.1 0.0 0.0 0.0 0.4 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.2 1.2 0.8 0.0 1.5 1.0 28.3 0.9 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.0 2.2 0.8 0.6 0.0 0.0 4.8 3.4 LnGrp Delay(d),s/veh 13.9 13.9 13.5 0.0 13.0 12.2 143.7 2.5 0.0 LnGrp Delay(d),s/veh 16.3 0.0 18.1 20.6 2.9 0.0 0.0 8.0 7.8 LnGrp LOS B B B B B F A LnGrp LOS B B C A A A Approach Vol, veh/h 362 413 1245 Approach Vol, veh/h 315 328 1535 Approach Delay, s/veh 13.8 12.5 91.0 Approach Delay, s/veh 17.3 6.3 7.9 Approach LOS B B F Approach LOS B A A Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 15.0s 11.1 8.2 26.1 Phs Duration (G+Y+Rc), s 32.7 6.3 26.5 11.2 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 38.5 8.0 27.5 27.5 Max Q Clear Time (g_c+I1),14.0 s 4.8 4.4 3.9 Max Q Clear Time (g_c+I1), s 3.2 3.5 11.4 6.7 Green Ext Time (p_c), s 0.0 2.3 0.8 3.3 Green Ext Time (p_c), s 1.8 0.0 11.1 1.6 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 61.1 HCM 2010 Ctrl Delay 9.1 HCM 2010 LOS E HCM 2010 LOS A Notes Notes
09 AM Cumulative Synchro 10 Report 09 AM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/27/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/27/2020
Intersection Intersection Delay, s/veh 8.8 Movement WBL WBR NBT NBR SBL SBT Intersection LOS A Lane Configurations Traffic Volume (veh/h) 184 63 74 149 119 98 Future Volume (veh/h) 184 63 74 149 119 98 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 5 105 2 16 55 54 5 11 33 89 5 10 Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00 Future Vol, veh/h 5 105 2 16 55 54 5 11 33 89 5 10 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 184 63 74 149 119 98 Mvmt Flow 5 105 2 16 55 54 5 11 33 89 5 10 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 376 336 196 395 623 671 Opposing Lanes 1 2 2 1 Arrive On Green 0.21 0.21 0.36 0.36 0.36 0.36 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 545 1097 1153 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 184 63 0 223 119 98 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1641 1153 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 2.0 0.7 0.0 2.2 1.9 0.8 HCM Control Delay 8.7 8.9 8.3 9.2 Cycle Q Clear(g_c), s 2.0 0.7 0.0 2.2 4.1 0.8 HCM LOS A A A A Prop In Lane 1.00 1.00 0.67 1.00
Lane Grp Cap(c), veh/h 376 336 0 591 623 671 V/C Ratio(X) 0.49 0.19 0.00 0.38 0.19 0.15 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 1997 1782 0 2217 1766 2516 Vol Left, % 10% 5% 0% 13% 95% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 22% 95% 0% 44% 5% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 67% 0% 100% 43% 0% 100% Uniform Delay (d), s/veh 7.7 7.2 0.0 5.3 6.8 4.8 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 1.0 0.3 0.0 0.4 0.1 0.1 Traffic Vol by Lane 49 110 2 125 94 10 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 5 5 0 16 89 0 %ile BackOfQ(50%),veh/ln1.1 0.3 0.0 1.1 0.6 0.4 Through Vol 11 105 0 55 5 0 LnGrp Delay(d),s/veh 8.7 7.4 0.0 5.7 6.9 4.9 RT Vol 33 0 2 54 0 10 LnGrp LOS A A A A A Lane Flow Rate 49 110 2 125 94 10 Approach Vol, veh/h 247 223 217 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.4 5.7 6.0 Degree of Util (X) 0.067 0.155 0.002 0.169 0.148 0.012 Approach LOS A A A Departure Headway (Hd) 4.895 5.084 4.358 4.855 5.651 4.471 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 732 706 821 740 635 800 Assigned Phs 2 6 8 Service Time 2.926 2.809 2.083 2.88 3.378 2.199 Phs Duration (G+Y+Rc), s 13.0 13.0 9.2 HCM Lane V/C Ratio 0.067 0.156 0.002 0.169 0.148 0.013 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 8.3 8.7 7.1 8.9 9.4 7.3 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAAAAA Max Q Clear Time (g_c+I1), s 4.2 6.1 4.0 HCM 95th-tile Q 0.2 0.5 0 0.6 0.5 0 Green Ext Time (p_c), s 1.4 0.9 0.7 Intersection Summary HCM 2010 Ctrl Delay 6.7 HCM 2010 LOS A
09 AM Cumulative Synchro 10 Report 09 AM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/27/2020 8: San Pablo Ave & Richmond Pkwy 01/27/2020
Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 309 723 14 248 1584 243 27 423 150 180 918 851 Traffic Vol, veh/h 14 260 211 31 49 29 Future Volume (veh/h) 309 723 14 248 1584 243 27 423 150 180 918 851 Future Vol, veh/h 14 260 211 31 49 29 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 309 723 14 248 1584 0 27 423 150 180 918 851 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 100 100 100 100 100 100 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 14 260 211 31 49 29 Cap, veh/h 326 1804 35 199 1617 503 53 955 427 203 1256 562 Arrive On Green 0.09 0.35 0.35 0.06 0.32 0.00 0.03 0.27 0.27 0.11 0.35 0.35 Sat Flow, veh/h 3442 5136 99 3442 5085 1583 1774 3539 1583 1774 3539 1583 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 309 477 260 248 1584 0 27 423 150 180 918 851 Conflicting Flow All 242 0 - 0 385 121 Grp Sat Flow(s),veh/h/ln 1721 1695 1845 1721 1695 1583 1774 1770 1583 1774 1770 1583 Stage 1 - - - - 227 - Q Serve(g_s), s 12.3 14.7 14.7 8.0 42.6 0.0 2.1 13.7 10.6 13.8 31.2 49.0 Stage 2 - - - - 158 - Cycle Q Clear(g_c), s 12.3 14.7 14.7 8.0 42.6 0.0 2.1 13.7 10.6 13.8 31.2 49.0 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.05 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 326 1191 648 199 1617 503 53 955 427 203 1256 562 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 0.95 0.40 0.40 1.24 0.98 0.00 0.51 0.44 0.35 0.88 0.73 1.51 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 326 1191 648 199 1617 503 270 1371 613 218 1256 562 Pot Cap-1 Maneuver 1322 - - - 591 908 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 789 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 854 - Uniform Delay (d), s/veh 62.1 33.8 33.8 65.0 46.7 0.0 66.0 41.8 40.7 60.2 38.8 44.5 Platoon blocked, % - - - Incr Delay (d2), s/veh 35.7 0.4 0.7 144.7 17.8 0.0 5.6 0.6 0.8 30.3 2.5 240.7 Mov Cap-1 Maneuver 1322 - - - 584 908 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 584 - %ile BackOfQ(50%),veh/ln 7.5 6.9 7.6 7.8 22.6 0.0 1.1 6.8 4.7 8.5 15.6 59.0 Stage 1 - - - - 780 - LnGrp Delay(d),s/veh 97.9 34.2 34.5 209.7 64.5 0.0 71.7 42.4 41.5 90.5 41.3 285.2 Stage 2 - - - - 854 - LnGrp LOS F C C F E E D D F D F
Approach Vol, veh/h 1046 1832 600 1949 Approach EB WB SB Approach Delay, s/veh 53.1 84.1 43.5 152.4 HCM Control Delay, s 0.4 0 10.7 Approach LOS D F D F HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 15.0 56.0 10.1 57.0 19.6 51.4 21.8 45.3 Capacity (veh/h) 1322 - - - 584 908 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.011 - - - 0.084 0.032 Max Green Setting (Gmax), s 8.0 48.5 21.0 49.0 13.1 43.9 17.0 * 54 HCM Control Delay (s) 7.8 - - - 11.7 9.1 Max Q Clear Time (g_c+I1), s 10.0 16.7 4.1 51.0 14.3 44.6 15.8 15.7 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 8.3 0.0 0.0 0.0 0.0 0.0 6.4 HCM 95th %tile Q(veh) 0 - - - 0.3 0.1 Intersection Summary HCM 2010 Ctrl Delay 98.2 HCM 2010 LOS F Notes
09 AM Cumulative Synchro 10 Report 09 AM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/27/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 174 869 244 448 512 63 94 33 312 37 685 1541 Traffic Volume (veh/h) 0 328 0 0 686 32 250 0 164 0 0 0 Future Volume (veh/h) 174 869 244 448 512 63 94 33 312 37 685 1541 Future Volume (veh/h) 0 328 0 0 686 32 250 0 164 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 174 869 244 448 512 0 94 33 312 37 685 0 Adj Flow Rate, veh/h 0 328 0 0 686 0 250 0 164 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 202 1920 598 380 696 592 201 617 916 53 877 690 Cap, veh/h 0 2297 1028 0 2297 1028 541 0 249 Arrive On Green 0.12 0.38 0.38 0.11 0.38 0.00 0.11 0.33 0.33 0.03 0.25 0.00 Arrive On Green 0.00 0.66 0.00 0.00 0.66 0.00 0.16 0.00 0.16 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2740 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 174 869 244 448 512 0 94 33 312 37 685 0 Grp Volume(v), veh/h 0 328 0 0 686 0 250 0 164 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1370 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 11.4 15.1 13.3 13.0 27.9 0.0 5.8 1.4 10.0 2.4 21.3 0.0 Q Serve(g_s), s 0.0 1.7 0.0 0.0 4.1 0.0 3.3 0.0 4.8 Cycle Q Clear(g_c), s 11.4 15.1 13.3 13.0 27.9 0.0 5.8 1.4 10.0 2.4 21.3 0.0 Cycle Q Clear(g_c), s 0.0 1.7 0.0 0.0 4.1 0.0 3.3 0.0 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 202 1920 598 380 696 592 201 617 916 53 877 690 Lane Grp Cap(c), veh/h 0 2297 1028 0 2297 1028 541 0 249 V/C Ratio(X) 0.86 0.45 0.41 1.18 0.74 0.00 0.47 0.05 0.34 0.70 0.78 0.00 V/C Ratio(X) 0.00 0.14 0.00 0.00 0.30 0.00 0.46 0.00 0.66 Avail Cap(c_a), veh/h 336 1920 598 380 696 592 226 785 1166 92 1225 964 Avail Cap(c_a), veh/h 0 2297 1028 0 2297 1028 1656 0 762 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 50.7 27.0 26.5 51.9 31.3 0.0 48.4 26.3 29.2 56.1 40.8 0.0 Uniform Delay (d), s/veh 0.0 3.2 0.0 0.0 3.6 0.0 18.7 0.0 19.4 Incr Delay (d2), s/veh 5.7 0.8 2.1 105.1 6.8 0.0 0.6 0.0 0.2 6.2 2.8 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.3 0.0 0.5 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.8 7.1 6.1 11.6 15.5 0.0 2.9 0.7 3.8 1.3 10.6 0.0 %ile BackOfQ(50%),veh/ln0.0 0.9 0.0 0.0 2.0 0.0 1.6 0.0 2.2 LnGrp Delay(d),s/veh 56.4 27.8 28.5 157.0 38.1 0.0 49.0 26.4 29.4 62.3 43.6 0.0 LnGrp Delay(d),s/veh 0.0 3.3 0.0 0.0 3.9 0.0 19.2 0.0 21.6 LnGrp LOS E C C F D D C C E D LnGrp LOS A A B C Approach Vol, veh/h 1287 960 439 722 Approach Vol, veh/h 328 686 414 Approach Delay, s/veh 31.8 93.6 33.4 44.5 Approach Delay, s/veh 3.3 3.9 20.1 Approach LOS C F C D Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 49.6 17.0 33.4 17.2 49.1 7.2 43.2 Phs Duration (G+Y+Rc), s 37.0 12.0 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),15.0 s 17.1 7.8 23.3 13.4 29.9 4.4 12.0 Max Q Clear Time (g_c+I1), s 3.7 6.8 6.1 Green Ext Time (p_c), s 0.0 8.9 0.1 5.9 0.1 1.6 0.0 1.5 Green Ext Time (p_c), s 2.9 1.0 6.6 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 52.1 HCM 2010 Ctrl Delay 8.5 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
09 AM Cumulative Synchro 10 Report 09 AM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/27/2020 2: Castro St & I-580 WB Ramps 01/27/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 6 1342 0 0 212 0 Traffic Volume (veh/h) 96 24 91 162 6 478 11 1807 81 464 490 7 Future Volume (veh/h) 6 1342 0 0 212 0 Future Volume (veh/h) 96 24 91 162 6 478 11 1807 81 464 490 7 Number 7 4 5 12 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 6 1342 212 0 Adj Flow Rate, veh/h 60 74 91 166 0 478 11 1807 0 464 490 7 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 2 0 2121121 Peak Hour Factor 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 11 2557 0 0 Cap, veh/h 119 388 330 212 0 636 707 1411 726 382 762 341 Arrive On Green 0.71 0.71 0.00 0.00 Arrive On Green 0.07 0.21 0.21 0.06 0.00 0.20 0.40 0.40 0.00 0.22 0.22 0.22 Sat Flow, veh/h 15 3709 0 Sat Flow, veh/h 1774 1863 1583 3548 0 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 723 625 0.0 Grp Volume(v), veh/h 60 74 91 166 0 478 11 1807 0 464 490 7 Grp Sat Flow(s),veh/h/ln 1862 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 0 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 3.2 2.8 Q Serve(g_s), s 4.9 4.9 7.2 6.9 0.0 21.3 0.6 59.8 0.0 32.3 18.9 0.5 Cycle Q Clear(g_c), s 3.2 2.8 Cycle Q Clear(g_c), s 4.9 4.9 7.2 6.9 0.0 21.3 0.6 59.8 0.0 32.3 18.9 0.5 Prop In Lane 0.01 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1316 1251 Lane Grp Cap(c), veh/h 119 388 330 212 0 636 707 1411 726 382 762 341 V/C Ratio(X) 0.55 0.50 V/C Ratio(X) 0.50 0.19 0.28 0.78 0.00 0.75 0.02 1.28 0.00 1.21 0.64 0.02 Avail Cap(c_a), veh/h 1861 1769 Avail Cap(c_a), veh/h 130 388 330 229 0 636 707 1411 726 382 762 341 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 67.5 49.0 49.9 69.6 0.0 56.4 27.3 45.1 0.0 58.9 53.6 46.4 Incr Delay (d2), s/veh 0.4 0.3 Incr Delay (d2), s/veh 3.2 1.1 2.1 15.1 0.0 5.0 0.0 131.9 0.0 118.3 1.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 1.3 %ile BackOfQ(50%),veh/ln2.5 2.6 3.3 3.8 0.0 9.8 0.3 55.0 0.0 28.4 9.5 0.2 LnGrp Delay(d),s/veh 1.6 1.5 LnGrp Delay(d),s/veh 70.8 50.0 51.9 84.7 0.0 61.5 27.3 177.0 0.0 177.2 55.4 46.4 LnGrp LOS A A LnGrp LOS E D D F E C F F E D Approach Vol, veh/h 1348 Approach Vol, veh/h 225 644 1818 961 Approach Delay, s/veh 1.5 Approach Delay, s/veh 56.3 67.4 176.1 114.2 Approach LOS A Approach LOS E E F F Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 17.4 Phs Duration (G+Y+Rc), 13.7s 35.8 36.5 14.8 34.7 64.0 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 17.4 Max Green Setting (Gmax),* 9.7 s 30.5 * 32 * 11 29.2 59.8 Max Q Clear Time (g_c+I1), s 5.2 Max Q Clear Time (g_c+I1),8.9 s 9.2 34.3 6.9 23.3 61.8 Green Ext Time (p_c), s 7.1 Green Ext Time (p_c), s 0.0 0.6 0.0 0.0 1.1 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.5 HCM 2010 Ctrl Delay 133.2 HCM 2010 LOS A HCM 2010 LOS F Notes
10 PM Cumulative Synchro 10 Report 10 PM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 Ramps/I-580 EB Ramps 01/27/2020 4: Canal Blvd & I-580 WB Ramps 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 890 95 112 00003112693483510 Traffic Volume (veh/h) 0 0 0 249 4 736 84 1133 0 0 464 123 Future Volume (veh/h) 890 95 112 00003112693483510 Future Volume (veh/h) 0 0 0 249 4 736 84 1133 0 0 464 123 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 958 0 112 0 425 193 348 351 0 Adj Flow Rate, veh/h 249 4 736 84 1133 0 0 464 123 Adj No. of Lanes 2 0 1 0 2 1 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 1174 0 523 0 832 354 406 1821 0 Cap, veh/h 803 13 727 133 1464 0 0 1075 455 Arrive On Green 0.33 0.00 0.33 0.00 0.23 0.23 0.23 0.52 0.00 Arrive On Green 0.46 0.46 0.46 0.08 0.42 0.00 0.00 0.29 0.29 Sat Flow, veh/h 3514 0 1565 0 3689 1568 1757 3597 0 Sat Flow, veh/h 1730 28 1567 1757 3597 0 0 3689 1563 Grp Volume(v), veh/h 958 0 112 0 425 193 348 351 0 Grp Volume(v), veh/h 253 0 736 84 1133 0 0 464 123 Grp Sat Flow(s),veh/h/ln1757 0 1565 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1758 0 1567 1757 1752 0 0 1845 1563 Q Serve(g_s), s 11.9 0.0 2.5 0.0 4.8 5.2 9.1 2.6 0.0 Q Serve(g_s), s 5.3 0.0 27.5 2.7 16.5 0.0 0.0 6.0 3.6 Cycle Q Clear(g_c), s 11.9 0.0 2.5 0.0 4.8 5.2 9.1 2.6 0.0 Cycle Q Clear(g_c), s 5.3 0.0 27.5 2.7 16.5 0.0 0.0 6.0 3.6 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.98 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1174 0 523 0 832 354 406 1821 0 Lane Grp Cap(c), veh/h 816 0 727 133 1464 0 0 1075 455 V/C Ratio(X) 0.82 0.00 0.21 0.00 0.51 0.55 0.86 0.19 0.00 V/C Ratio(X) 0.31 0.00 1.01 0.63 0.77 0.00 0.00 0.43 0.27 Avail Cap(c_a), veh/h 1798 0 801 0 1426 606 440 2453 0 Avail Cap(c_a), veh/h 816 0 727 237 1804 0 0 1214 514 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 14.6 0.0 11.4 0.0 16.2 16.4 17.6 6.1 0.0 Uniform Delay (d), s/veh 9.9 0.0 15.9 26.6 14.8 0.0 0.0 17.0 16.2 Incr Delay (d2), s/veh 0.9 0.0 0.1 0.0 0.7 1.9 14.1 0.1 0.0 Incr Delay (d2), s/veh 0.2 0.0 36.4 1.8 1.7 0.0 0.0 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.9 0.0 1.1 0.0 2.5 2.4 5.9 1.2 0.0 %ile BackOfQ(50%),veh/ln 2.6 0.0 19.1 1.4 8.2 0.0 0.0 3.1 1.6 LnGrp Delay(d),s/veh 15.5 0.0 11.5 0.0 16.9 18.2 31.7 6.2 0.0 LnGrp Delay(d),s/veh 10.1 0.0 52.3 28.4 16.6 0.0 0.0 17.4 16.6 LnGrp LOS B B B B C A LnGrp LOS B F C B B B Approach Vol, veh/h 1070 618 699 Approach Vol, veh/h 989 1217 587 Approach Delay, s/veh 15.1 17.3 18.9 Approach Delay, s/veh 41.5 17.4 17.2 Approach LOS B B B Approach LOS D B B Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 14.1s 14.8 19.0 28.9 Phs Duration (G+Y+Rc), s 28.8 7.5 21.3 30.5 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 30.5 8.0 19.5 27.5 Max Q Clear Time (g_c+I1),11.1 s 7.2 13.9 4.6 Max Q Clear Time (g_c+I1), s 18.5 4.7 8.0 29.5 Green Ext Time (p_c), s 0.1 3.6 2.0 2.4 Green Ext Time (p_c), s 6.3 0.0 3.6 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 16.8 HCM 2010 Ctrl Delay 25.9 HCM 2010 LOS B HCM 2010 LOS C Notes Notes
10 PM Cumulative Synchro 10 Report 10 PM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/27/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/27/2020
Intersection Intersection Delay, s/veh12.3 Movement WBL WBR NBT NBR SBL SBT Intersection LOS B Lane Configurations Traffic Volume (veh/h) 111 148 233 187 113 132 Future Volume (veh/h) 111 148 233 187 113 132 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 13 54 4 9 130 237 12 27 15 172 16 4 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Future Vol, veh/h 13 54 4 9 130 237 12 27 15 172 16 4 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 111 148 233 187 113 132 Mvmt Flow 13 54 4 9 130 237 12 27 15 172 16 4 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 325 290 405 325 527 788 Opposing Lanes 1 2 2 1 Arrive On Green 0.18 0.18 0.42 0.42 0.42 0.42 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 958 769 963 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 111 148 0 420 113 132 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1727 963 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.3 2.0 0.0 4.5 2.4 1.1 HCM Control Delay 9.2 13.5 9.6 11.9 Cycle Q Clear(g_c), s 1.3 2.0 0.0 4.5 6.9 1.1 HCM LOS A B A B Prop In Lane 1.00 1.00 0.45 1.00
Lane Grp Cap(c), veh/h 325 290 0 731 527 788 V/C Ratio(X) 0.34 0.51 0.00 0.57 0.21 0.17 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 1839 1641 0 2148 1317 2317 Vol Left, % 22% 19% 0% 2% 91% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 50% 81% 0% 35% 9% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 28% 0% 100% 63% 0% 100% Uniform Delay (d), s/veh 8.6 8.9 0.0 5.3 7.9 4.3 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.2 0.5 0.0 0.7 0.2 0.1 Traffic Vol by Lane 54 67 4 376 188 4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 12 13 0 9 172 0 %ile BackOfQ(50%),veh/ln0.7 0.9 0.0 2.2 0.7 0.5 Through Vol 27 54 0 130 16 0 LnGrp Delay(d),s/veh 8.8 9.4 0.0 6.0 8.1 4.4 RT Vol 15 0 4 237 0 4 LnGrp LOS A A A A A Lane Flow Rate 54 67 4 376 188 4 Approach Vol, veh/h 259 420 245 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 9.1 6.0 6.1 Degree of Util (X) 0.09 0.109 0.006 0.523 0.328 0.006 Approach LOS A A A Departure Headway (Hd) 6.001 5.875 5.079 5.004 6.285 5.12 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 600 612 709 714 575 703 Assigned Phs 2 6 8 Service Time 4.01 3.586 2.779 3.084 3.989 2.82 Phs Duration (G+Y+Rc), s 15.2 15.2 8.9 HCM Lane V/C Ratio 0.09 0.109 0.006 0.527 0.327 0.006 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 9.6 9.3 7.8 13.5 12 7.9 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAABBA Max Q Clear Time (g_c+I1), s 6.5 8.9 4.0 HCM 95th-tile Q 0.3 0.4 0 3.1 1.4 0 Green Ext Time (p_c), s 2.8 1.2 0.4 Intersection Summary HCM 2010 Ctrl Delay 6.9 HCM 2010 LOS A
10 PM Cumulative Synchro 10 Report 10 PM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/27/2020 8: San Pablo Ave & Richmond Pkwy 01/27/2020
Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 767 1598 11 150 638 602 41 1346 131 164 357 204 Traffic Vol, veh/h 35 282 221 40 45 17 Future Volume (veh/h) 767 1598 11 150 638 602 41 1346 131 164 357 204 Future Vol, veh/h 35 282 221 40 45 17 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 767 1598 11 150 638 0 41 1346 131 164 357 204 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 100 100 100 100 100 100 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 35 282 221 40 45 17 Cap, veh/h 602 1658 11 155 973 303 64 1264 564 171 1478 660 Arrive On Green 0.17 0.32 0.32 0.05 0.19 0.00 0.04 0.36 0.36 0.10 0.42 0.42 Sat Flow, veh/h 3442 5211 36 3442 5085 1583 1774 3539 1579 1774 3539 1580 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 767 1040 569 150 638 0 41 1346 131 164 357 204 Conflicting Flow All 261 0 - 0 452 131 Grp Sat Flow(s),veh/h/ln 1721 1695 1856 1721 1695 1583 1774 1770 1579 1774 1770 1580 Stage 1 - - - - 241 - Q Serve(g_s), s 27.2 46.9 46.9 6.8 18.0 0.0 3.5 55.5 9.0 14.3 10.2 13.4 Stage 2 - - - - 211 - Cycle Q Clear(g_c), s 27.2 46.9 46.9 6.8 18.0 0.0 3.5 55.5 9.0 14.3 10.2 13.4 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.02 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 602 1078 591 155 973 303 64 1264 564 171 1478 660 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 1.27 0.96 0.96 0.97 0.66 0.00 0.64 1.07 0.23 0.96 0.24 0.31 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 602 1080 591 155 975 304 240 1264 564 171 1478 660 Pot Cap-1 Maneuver 1300 - - - 536 894 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 776 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 804 - Uniform Delay (d), s/veh 64.1 52.1 52.1 74.1 58.1 0.0 74.0 50.0 35.0 69.9 29.3 30.3 Platoon blocked, % - - - Incr Delay (d2), s/veh 135.8 19.4 28.3 62.3 2.0 0.0 7.8 44.6 0.4 56.2 0.1 0.5 Mov Cap-1 Maneuver 1300 - - - 522 894 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 522 - %ile BackOfQ(50%),veh/ln 24.2 24.9 28.7 4.5 8.6 0.0 1.9 34.9 4.0 9.7 5.0 5.9 Stage 1 - - - - 755 - LnGrp Delay(d),s/veh 199.9 71.5 80.5 136.4 60.1 0.0 81.7 94.6 35.4 126.1 29.5 30.7 Stage 2 - - - - 804 - LnGrp LOS F E F F E F F D F C C
Approach Vol, veh/h 2376 788 1518 725 Approach EB WB SB Approach Delay, s/veh 115.1 74.6 89.2 51.7 HCM Control Delay, s 0.9 0 11.6 Approach LOS F E F D HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 14.0 57.0 11.6 72.9 33.7 37.3 21.0 63.5 Capacity (veh/h) 1300 - - - 522 894 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.027 - - - 0.086 0.019 Max Green Setting (Gmax), s 7.0 49.5 21.0 49.0 27.2 29.8 15.0 * 56 HCM Control Delay (s) 7.8 - - - 12.5 9.1 Max Q Clear Time (g_c+I1), s 8.8 48.9 5.5 15.4 29.2 20.0 16.3 57.5 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 0.6 0.0 5.8 0.0 4.1 0.0 0.0 HCM 95th %tile Q(veh) 0.1 - - - 0.3 0.1 Intersection Summary HCM 2010 Ctrl Delay 93.4 HCM 2010 LOS F Notes
10 PM Cumulative Synchro 10 Report 10 PM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/27/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 250 1591 185 328 476 416 232 140 864 136 229 713 Traffic Volume (veh/h) 0 1735 0 0 948 415 151 0 366 0 0 0 Future Volume (veh/h) 250 1591 185 328 476 416 232 140 864 136 229 713 Future Volume (veh/h) 0 1735 0 0 948 415 151 0 366 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 250 1591 185 328 476 0 232 140 864 136 229 0 Adj Flow Rate, veh/h 0 1735 0 0 948 0 151 0 366 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 276 1802 561 366 568 483 218 639 954 89 956 753 Cap, veh/h 0 1981 886 0 1981 886 935 0 430 Arrive On Green 0.16 0.36 0.36 0.11 0.31 0.00 0.12 0.35 0.35 0.05 0.27 0.00 Arrive On Green 0.00 0.57 0.00 0.00 0.57 0.00 0.27 0.00 0.27 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2755 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 250 1591 185 328 476 0 232 140 864 136 229 0 Grp Volume(v), veh/h 0 1735 0 0 948 0 151 0 366 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1377 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 16.9 35.9 10.4 11.5 29.1 0.0 15.0 6.5 36.1 6.1 6.2 0.0 Q Serve(g_s), s 0.0 24.2 0.0 0.0 9.2 0.0 1.9 0.0 12.5 Cycle Q Clear(g_c), s 16.9 35.9 10.4 11.5 29.1 0.0 15.0 6.5 36.1 6.1 6.2 0.0 Cycle Q Clear(g_c), s 0.0 24.2 0.0 0.0 9.2 0.0 1.9 0.0 12.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 276 1802 561 366 568 483 218 639 954 89 956 753 Lane Grp Cap(c), veh/h 0 1981 886 0 1981 886 935 0 430 V/C Ratio(X) 0.90 0.88 0.33 0.90 0.84 0.00 1.07 0.22 0.91 1.54 0.24 0.00 V/C Ratio(X) 0.00 0.88 0.00 0.00 0.48 0.00 0.16 0.00 0.85 Avail Cap(c_a), veh/h 324 1852 577 366 568 483 218 758 1132 89 1182 930 Avail Cap(c_a), veh/h 0 1981 886 0 1981 886 1428 0 657 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 50.1 36.5 28.3 53.3 39.1 0.0 53.0 28.0 37.7 57.5 34.2 0.0 Uniform Delay (d), s/veh 0.0 10.6 0.0 0.0 7.4 0.0 15.6 0.0 19.5 Incr Delay (d2), s/veh 23.3 5.4 0.4 23.5 10.9 0.0 79.3 0.2 9.3 289.5 0.2 0.0 Incr Delay (d2), s/veh 0.0 4.9 0.0 0.0 0.8 0.0 0.1 0.0 5.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln10.0 17.6 4.6 6.6 16.5 0.0 12.1 3.3 14.9 10.1 3.0 0.0 %ile BackOfQ(50%),veh/ln0.0 12.7 0.0 0.0 4.6 0.0 0.9 0.0 6.1 LnGrp Delay(d),s/veh 73.3 41.9 28.7 76.9 49.9 0.0 132.3 28.1 47.0 347.0 34.4 0.0 LnGrp Delay(d),s/veh 0.0 15.5 0.0 0.0 8.2 0.0 15.7 0.0 25.1 LnGrp LOS E D C E D F C D F C LnGrp LOS B A B C Approach Vol, veh/h 2026 804 1236 365 Approach Vol, veh/h 1735 948 517 Approach Delay, s/veh 44.6 60.9 60.9 150.9 Approach Delay, s/veh 15.5 8.2 22.4 Approach LOS D E E F Approach LOS B A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 48.4 18.7 37.2 22.7 42.4 9.8 46.1 Phs Duration (G+Y+Rc), s 37.0 19.8 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),13.5 s 37.9 17.0 8.2 18.9 31.1 8.1 38.1 Max Q Clear Time (g_c+I1), s 26.2 14.5 11.2 Green Ext Time (p_c), s 0.0 5.4 0.0 2.2 0.1 1.2 0.0 3.8 Green Ext Time (p_c), s 5.2 1.0 8.8 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 60.8 HCM 2010 Ctrl Delay 14.4 HCM 2010 LOS E HCM 2010 LOS B Notes Notes
10 PM Cumulative Synchro 10 Report 10 PM Cumulative Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/27/2020 2: Castro St & I-580 WB Ramps 01/27/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 21 296 0 0 431 0 Traffic Volume (veh/h) 0 2 26 61 59 60 38 266 165 302 530 81 Future Volume (veh/h) 21 296 0 0 431 0 Future Volume (veh/h) 0 2 26 61 59 60 38 266 165 302 530 81 Number 7 4 1 16 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 21 296 431 0 Adj Flow Rate, veh/h 0 2 26 60 60 60 38 266 0 302 530 81 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 1 1 2121121 Peak Hour Factor 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 127 1881 0 0 Cap, veh/h 2 859 730 108 1053 1790 179 357 257 383 763 341 Arrive On Green 0.55 0.55 0.00 0.00 Arrive On Green 0.00 0.46 0.46 0.06 0.57 0.57 0.10 0.10 0.00 0.22 0.22 0.22 Sat Flow, veh/h 229 3485 0 Sat Flow, veh/h 1774 1863 1583 1774 1863 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 170 147 0.0 Grp Volume(v), veh/h 0 2 26 60 60 60 38 266 0 302 530 81 Grp Sat Flow(s),veh/h/ln 1851 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 0.5 0.5 Q Serve(g_s), s 0.0 0.1 1.0 3.6 1.6 0.9 2.2 8.0 0.0 17.7 15.2 4.7 Cycle Q Clear(g_c), s 0.5 0.5 Cycle Q Clear(g_c), s 0.0 0.1 1.0 3.6 1.6 0.9 2.2 8.0 0.0 17.7 15.2 4.7 Prop In Lane 0.12 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1027 982 Lane Grp Cap(c), veh/h 2 859 730 108 1053 1790 179 357 257 383 763 341 V/C Ratio(X) 0.17 0.15 V/C Ratio(X) 0.00 0.00 0.04 0.55 0.06 0.03 0.21 0.74 0.00 0.79 0.69 0.24 Avail Cap(c_a), veh/h 7275 6954 Avail Cap(c_a), veh/h 177 859 730 150 1053 1790 295 589 360 529 1055 472 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.3 1.2 Uniform Delay (d), s/veh 0.0 16.0 16.2 50.2 10.7 10.6 45.4 48.1 0.0 40.8 39.8 35.7 Incr Delay (d2), s/veh 0.1 0.1 Incr Delay (d2), s/veh 0.0 0.0 0.1 4.0 0.0 0.0 0.6 3.1 0.0 5.5 1.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.2 %ile BackOfQ(50%),veh/ln0.0 0.0 0.5 1.9 0.8 0.4 1.1 4.1 0.0 9.2 7.6 2.1 LnGrp Delay(d),s/veh 1.3 1.3 LnGrp Delay(d),s/veh 0.0 16.0 16.3 54.1 10.8 10.6 46.0 51.1 0.0 46.2 41.0 36.0 LnGrp LOS A A LnGrp LOS B B D B B D D D D D Approach Vol, veh/h 317 Approach Vol, veh/h 28 180 304 913 Approach Delay, s/veh 1.3 Approach Delay, s/veh 16.3 25.2 50.5 42.3 Approach LOS A Approach LOS B C D D Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.5 Phs Duration (G+Y+Rc), 11.4s 55.3 27.9 0.0 66.8 15.3 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 45.0 Max Green Setting (Gmax),* 9.3 s 31.9 * 33 * 11 30.2 18.3 Max Q Clear Time (g_c+I1), s 2.5 Max Q Clear Time (g_c+I1),5.6 s 3.0 19.7 0.0 3.6 10.0 Green Ext Time (p_c), s 2.0 Green Ext Time (p_c), s 0.0 0.1 4.0 0.0 0.5 1.1 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.3 HCM 2010 Ctrl Delay 41.4 HCM 2010 LOS A HCM 2010 LOS D Notes
11 AM Cumulative + Project Synchro 10 Report 11 AM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 EB Ramps 01/27/2020 4: Canal Blvd & I-580 WB Ramps 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 145 119 93 00001712437854660 Traffic Volume (veh/h) 0 0 0 125 7 183 64 265 0 0 1129 411 Future Volume (veh/h) 145 119 93 00001712437854660 Future Volume (veh/h) 0 0 0 125 7 183 64 265 0 0 1129 411 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 132 137 93 0 171 243 785 466 0 Adj Flow Rate, veh/h 125 7 183 64 265 0 0 1129 411 Adj No. of Lanes 1 1 1 0 1 2 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 264 277 235 0 383 651 615 2262 0 Cap, veh/h 312 17 292 130 2293 0 0 1889 802 Arrive On Green 0.15 0.15 0.15 0.00 0.21 0.21 0.35 0.65 0.00 Arrive On Green 0.19 0.19 0.19 0.07 0.65 0.00 0.00 0.51 0.51 Sat Flow, veh/h 1757 1845 1562 0 1845 3136 1757 3597 0 Sat Flow, veh/h 1668 93 1565 1757 3597 0 0 3689 1565 Grp Volume(v), veh/h 132 137 93 0 171 243 785 466 0 Grp Volume(v), veh/h 132 0 183 64 265 0 0 1129 411 Grp Sat Flow(s),veh/h/ln1757 1845 1562 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1761 0 1565 1757 1752 0 0 1845 1565 Q Serve(g_s), s 2.4 2.3 1.8 0.0 2.8 2.3 12.0 1.9 0.0 Q Serve(g_s), s 2.9 0.0 4.7 1.5 1.2 0.0 0.0 9.5 7.6 Cycle Q Clear(g_c), s 2.4 2.3 1.8 0.0 2.8 2.3 12.0 1.9 0.0 Cycle Q Clear(g_c), s 2.9 0.0 4.7 1.5 1.2 0.0 0.0 9.5 7.6 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.95 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 264 277 235 0 383 651 615 2262 0 Lane Grp Cap(c), veh/h 329 0 292 130 2293 0 0 1889 802 V/C Ratio(X) 0.50 0.49 0.40 0.00 0.45 0.37 1.28 0.21 0.00 V/C Ratio(X) 0.40 0.00 0.63 0.49 0.12 0.00 0.00 0.60 0.51 Avail Cap(c_a), veh/h 1256 1319 1117 0 996 1693 615 3427 0 Avail Cap(c_a), veh/h 1100 0 978 319 3065 0 0 2304 978 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 13.4 13.4 13.1 0.0 11.9 11.7 11.1 2.5 0.0 Uniform Delay (d), s/veh 15.7 0.0 16.5 19.6 2.8 0.0 0.0 7.6 7.1 Incr Delay (d2), s/veh 0.5 0.5 0.4 0.0 1.2 0.5 136.5 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 1.6 1.1 0.0 0.0 0.0 0.4 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.2 1.2 0.8 0.0 1.5 1.0 29.0 0.9 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.0 2.2 0.8 0.6 0.0 0.0 4.8 3.4 LnGrp Delay(d),s/veh 13.9 13.9 13.6 0.0 13.0 12.2 147.6 2.5 0.0 LnGrp Delay(d),s/veh 16.3 0.0 18.1 20.7 2.9 0.0 0.0 8.0 7.8 LnGrp LOS B B B B B F A LnGrp LOS B B C A A A Approach Vol, veh/h 362 414 1251 Approach Vol, veh/h 315 329 1540 Approach Delay, s/veh 13.8 12.5 93.6 Approach Delay, s/veh 17.4 6.3 7.9 Approach LOS B B F Approach LOS B A A Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 15.0s 11.1 8.2 26.1 Phs Duration (G+Y+Rc), s 32.8 6.3 26.5 11.2 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 38.5 8.0 27.5 27.5 Max Q Clear Time (g_c+I1),14.0 s 4.8 4.4 3.9 Max Q Clear Time (g_c+I1), s 3.2 3.5 11.5 6.7 Green Ext Time (p_c), s 0.0 2.3 0.8 3.4 Green Ext Time (p_c), s 1.8 0.0 11.1 1.6 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 62.8 HCM 2010 Ctrl Delay 9.1 HCM 2010 LOS E HCM 2010 LOS A Notes Notes
11 AM Cumulative + Project Synchro 10 Report 11 AM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/27/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/27/2020
Intersection Intersection Delay, s/veh 8.8 Movement WBL WBR NBT NBR SBL SBT Intersection LOS A Lane Configurations Traffic Volume (veh/h) 186 65 74 150 120 98 Future Volume (veh/h) 186 65 74 150 120 98 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 5 105 2 16 55 56 5 11 33 90 5 10 Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00 Future Vol, veh/h 5 105 2 16 55 56 5 11 33 90 5 10 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 186 65 74 150 120 98 Mvmt Flow 5 105 2 16 55 56 5 11 33 90 5 10 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 379 338 195 395 621 670 Opposing Lanes 1 2 2 1 Arrive On Green 0.21 0.21 0.36 0.36 0.36 0.36 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 542 1099 1152 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 186 65 0 224 120 98 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1641 1152 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 2.0 0.7 0.0 2.3 1.9 0.8 HCM Control Delay 8.7 8.9 8.3 9.2 Cycle Q Clear(g_c), s 2.0 0.7 0.0 2.3 4.2 0.8 HCM LOS A A A A Prop In Lane 1.00 1.00 0.67 1.00
Lane Grp Cap(c), veh/h 379 338 0 590 621 670 V/C Ratio(X) 0.49 0.19 0.00 0.38 0.19 0.15 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 1993 1779 0 2213 1760 2511 Vol Left, % 10% 5% 0% 13% 95% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 22% 95% 0% 43% 5% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 67% 0% 100% 44% 0% 100% Uniform Delay (d), s/veh 7.7 7.2 0.0 5.3 6.8 4.8 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 1.0 0.3 0.0 0.4 0.1 0.1 Traffic Vol by Lane 49 110 2 127 95 10 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 5 5 0 16 90 0 %ile BackOfQ(50%),veh/ln1.1 0.4 0.0 1.1 0.6 0.4 Through Vol 11 105 0 55 5 0 LnGrp Delay(d),s/veh 8.7 7.4 0.0 5.7 7.0 4.9 RT Vol 33 0 2 56 0 10 LnGrp LOS A A A A A Lane Flow Rate 49 110 2 127 95 10 Approach Vol, veh/h 251 224 218 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 8.4 5.7 6.1 Degree of Util (X) 0.067 0.155 0.002 0.171 0.149 0.012 Approach LOS A A A Departure Headway (Hd) 4.901 5.089 4.363 4.853 5.655 4.475 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 731 706 821 740 635 800 Assigned Phs 2 6 8 Service Time 2.931 2.812 2.086 2.877 3.383 2.203 Phs Duration (G+Y+Rc), s 13.0 13.0 9.3 HCM Lane V/C Ratio 0.067 0.156 0.002 0.172 0.15 0.013 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 8.3 8.7 7.1 8.9 9.4 7.3 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAAAAA Max Q Clear Time (g_c+I1), s 4.3 6.2 4.0 HCM 95th-tile Q 0.2 0.5 0 0.6 0.5 0 Green Ext Time (p_c), s 1.4 1.0 0.7 Intersection Summary HCM 2010 Ctrl Delay 6.8 HCM 2010 LOS A
11 AM Cumulative + Project Synchro 10 Report 11 AM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/27/2020 8: San Pablo Ave & Richmond Pkwy 01/27/2020
Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 312 756 14 248 1594 243 27 423 150 180 918 852 Traffic Vol, veh/h 16 260 211 47 101 33 Future Volume (veh/h) 312 756 14 248 1594 243 27 423 150 180 918 852 Future Vol, veh/h 16 260 211 47 101 33 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 312 756 14 248 1594 0 27 423 150 180 918 852 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 100 100 100 100 100 100 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 16 260 211 47 101 33 Cap, veh/h 326 1806 33 199 1617 503 53 955 427 203 1256 562 Arrive On Green 0.09 0.35 0.35 0.06 0.32 0.00 0.03 0.27 0.27 0.11 0.35 0.35 Sat Flow, veh/h 3442 5141 95 3442 5085 1583 1774 3539 1583 1774 3539 1583 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 312 498 272 248 1594 0 27 423 150 180 918 852 Conflicting Flow All 258 0 - 0 397 129 Grp Sat Flow(s),veh/h/ln 1721 1695 1846 1721 1695 1583 1774 1770 1583 1774 1770 1583 Stage 1 - - - - 235 - Q Serve(g_s), s 12.5 15.4 15.5 8.0 43.0 0.0 2.1 13.7 10.6 13.8 31.2 49.0 Stage 2 - - - - 162 - Cycle Q Clear(g_c), s 12.5 15.4 15.5 8.0 43.0 0.0 2.1 13.7 10.6 13.8 31.2 49.0 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.05 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 326 1191 648 199 1617 503 53 955 427 203 1256 562 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 0.96 0.42 0.42 1.24 0.99 0.00 0.51 0.44 0.35 0.88 0.73 1.52 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 326 1191 648 199 1617 503 270 1371 613 218 1256 562 Pot Cap-1 Maneuver 1304 - - - 580 897 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 782 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 850 - Uniform Delay (d), s/veh 62.2 34.1 34.1 65.0 46.8 0.0 66.0 41.8 40.7 60.2 38.8 44.5 Platoon blocked, % - - - Incr Delay (d2), s/veh 37.9 0.4 0.7 144.7 19.1 0.0 5.6 0.6 0.8 30.3 2.5 241.5 Mov Cap-1 Maneuver 1304 - - - 573 897 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 573 - %ile BackOfQ(50%),veh/ln 7.7 7.3 8.0 7.8 22.9 0.0 1.1 6.8 4.7 8.5 15.6 59.1 Stage 1 - - - - 773 - LnGrp Delay(d),s/veh 100.1 34.5 34.8 209.7 65.9 0.0 71.7 42.4 41.5 90.5 41.3 286.0 Stage 2 - - - - 850 - LnGrp LOS F C C F E E D D F D F
Approach Vol, veh/h 1082 1842 600 1950 Approach EB WB SB Approach Delay, s/veh 53.5 85.3 43.5 152.8 HCM Control Delay, s 0.5 0 11.8 Approach LOS D F D F HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 15.0 56.0 10.1 57.0 19.6 51.4 21.8 45.3 Capacity (veh/h) 1304 - - - 573 897 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.012 - - - 0.176 0.037 Max Green Setting (Gmax), s 8.0 48.5 21.0 49.0 13.1 43.9 17.0 * 54 HCM Control Delay (s) 7.8 - - - 12.6 9.2 Max Q Clear Time (g_c+I1), s 10.0 17.5 4.1 51.0 14.5 45.0 15.8 15.7 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 8.7 0.0 0.0 0.0 0.0 0.0 6.4 HCM 95th %tile Q(veh) 0 - - - 0.6 0.1 Intersection Summary HCM 2010 Ctrl Delay 98.5 HCM 2010 LOS F Notes
11 AM Cumulative + Project Synchro 10 Report 11 AM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/27/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 188 888 244 448 517 63 94 33 312 37 685 1546 Traffic Volume (veh/h) 0 330 17 0 687 32 254 0 164 0 0 0 Future Volume (veh/h) 188 888 244 448 517 63 94 33 312 37 685 1546 Future Volume (veh/h) 0 330 17 0 687 32 254 0 164 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 188 888 244 448 517 0 94 33 312 37 685 0 Adj Flow Rate, veh/h 0 330 0 0 687 0 254 0 164 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 216 1920 598 380 681 579 201 617 916 53 877 690 Cap, veh/h 0 2296 1027 0 2296 1027 542 0 249 Arrive On Green 0.12 0.38 0.38 0.11 0.37 0.00 0.11 0.33 0.33 0.03 0.25 0.00 Arrive On Green 0.00 0.66 0.00 0.00 0.66 0.00 0.16 0.00 0.16 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2740 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 188 888 244 448 517 0 94 33 312 37 685 0 Grp Volume(v), veh/h 0 330 0 0 687 0 254 0 164 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1370 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 12.3 15.5 13.3 13.0 28.7 0.0 5.8 1.4 10.0 2.4 21.3 0.0 Q Serve(g_s), s 0.0 1.8 0.0 0.0 4.1 0.0 3.3 0.0 4.8 Cycle Q Clear(g_c), s 12.3 15.5 13.3 13.0 28.7 0.0 5.8 1.4 10.0 2.4 21.3 0.0 Cycle Q Clear(g_c), s 0.0 1.8 0.0 0.0 4.1 0.0 3.3 0.0 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 216 1920 598 380 681 579 201 617 916 53 877 690 Lane Grp Cap(c), veh/h 0 2296 1027 0 2296 1027 542 0 249 V/C Ratio(X) 0.87 0.46 0.41 1.18 0.76 0.00 0.47 0.05 0.34 0.70 0.78 0.00 V/C Ratio(X) 0.00 0.14 0.00 0.00 0.30 0.00 0.47 0.00 0.66 Avail Cap(c_a), veh/h 336 1920 598 380 681 579 226 785 1166 92 1225 964 Avail Cap(c_a), veh/h 0 2296 1027 0 2296 1027 1656 0 762 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 50.2 27.1 26.5 51.9 32.3 0.0 48.4 26.3 29.2 56.1 40.8 0.0 Uniform Delay (d), s/veh 0.0 3.2 0.0 0.0 3.6 0.0 18.7 0.0 19.3 Incr Delay (d2), s/veh 9.1 0.8 2.1 105.1 7.8 0.0 0.6 0.0 0.2 6.2 2.8 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.3 0.0 0.5 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.5 7.3 6.1 11.6 16.1 0.0 2.9 0.7 3.8 1.3 10.6 0.0 %ile BackOfQ(50%),veh/ln0.0 0.9 0.0 0.0 2.0 0.0 1.6 0.0 2.2 LnGrp Delay(d),s/veh 59.3 27.9 28.5 157.0 40.0 0.0 49.0 26.4 29.4 62.3 43.6 0.0 LnGrp Delay(d),s/veh 0.0 3.3 0.0 0.0 4.0 0.0 19.2 0.0 21.5 LnGrp LOS E C C F D D C C E D LnGrp LOS A A B C Approach Vol, veh/h 1320 965 439 722 Approach Vol, veh/h 330 687 418 Approach Delay, s/veh 32.5 94.3 33.4 44.5 Approach Delay, s/veh 3.3 4.0 20.1 Approach LOS C F C D Approach LOS A A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 49.6 17.0 33.4 18.1 48.2 7.2 43.2 Phs Duration (G+Y+Rc), s 37.0 12.0 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),15.0 s 17.5 7.8 23.3 14.3 30.7 4.4 12.0 Max Q Clear Time (g_c+I1), s 3.8 6.8 6.1 Green Ext Time (p_c), s 0.0 9.0 0.1 5.9 0.2 1.5 0.0 1.5 Green Ext Time (p_c), s 2.9 1.0 6.6 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 52.5 HCM 2010 Ctrl Delay 8.5 HCM 2010 LOS D HCM 2010 LOS A Notes Notes
11 AM Cumulative + Project Synchro 10 Report 11 AM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: I-580 EB Ramps/E Standard Ave & Marine St 01/27/2020 2: Castro St & I-580 WB Ramps 01/27/2020
Movement EBL EBT WBT WBR SBL SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 6 1351 0 0 212 0 Traffic Volume (veh/h) 96 24 91 162 6 478 11 1816 81 469 491 7 Future Volume (veh/h) 6 1351 0 0 212 0 Future Volume (veh/h) 96 24 91 162 6 478 11 1816 81 469 491 7 Number 7 4 5 12 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1863 0 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 6 1351 212 0 Adj Flow Rate, veh/h 60 74 91 166 0 478 11 1816 0 469 491 7 Adj No. of Lanes 0 2 2 0 Adj No. of Lanes 1 1 1 2 0 2121121 Peak Hour Factor 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 2 2 2 0 Percent Heavy Veh, %222222222222 Cap, veh/h 11 2561 0 0 Cap, veh/h 119 388 330 212 0 636 707 1411 726 382 762 341 Arrive On Green 0.71 0.71 0.00 0.00 Arrive On Green 0.07 0.21 0.21 0.06 0.00 0.20 0.40 0.40 0.00 0.22 0.22 0.22 Sat Flow, veh/h 15 3709 0 Sat Flow, veh/h 1774 1863 1583 3548 0 3167 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 728 629 0.0 Grp Volume(v), veh/h 60 74 91 166 0 478 11 1816 0 469 491 7 Grp Sat Flow(s),veh/h/ln 1862 1770 Grp Sat Flow(s),veh/h/ln1774 1863 1583 1774 0 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 3.3 2.8 Q Serve(g_s), s 4.9 4.9 7.2 6.9 0.0 21.3 0.6 59.8 0.0 32.3 19.0 0.5 Cycle Q Clear(g_c), s 3.3 2.8 Cycle Q Clear(g_c), s 4.9 4.9 7.2 6.9 0.0 21.3 0.6 59.8 0.0 32.3 19.0 0.5 Prop In Lane 0.01 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1319 1253 Lane Grp Cap(c), veh/h 119 388 330 212 0 636 707 1411 726 382 762 341 V/C Ratio(X) 0.55 0.50 V/C Ratio(X) 0.50 0.19 0.28 0.78 0.00 0.75 0.02 1.29 0.00 1.23 0.64 0.02 Avail Cap(c_a), veh/h 1854 1762 Avail Cap(c_a), veh/h 130 388 330 229 0 636 707 1411 726 382 762 341 HCM Platoon Ratio 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 1.2 1.2 Uniform Delay (d), s/veh 67.5 49.0 49.9 69.6 0.0 56.4 27.3 45.1 0.0 58.9 53.6 46.4 Incr Delay (d2), s/veh 0.4 0.3 Incr Delay (d2), s/veh 3.2 1.1 2.1 15.1 0.0 5.0 0.0 134.7 0.0 123.5 1.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 1.3 %ile BackOfQ(50%),veh/ln2.5 2.6 3.3 3.8 0.0 9.8 0.3 55.6 0.0 28.9 9.5 0.2 LnGrp Delay(d),s/veh 1.6 1.5 LnGrp Delay(d),s/veh 70.8 50.0 51.9 84.7 0.0 61.5 27.3 179.8 0.0 182.4 55.5 46.4 LnGrp LOS A A LnGrp LOS E D D F E C F F E D Approach Vol, veh/h 1357 Approach Vol, veh/h 225 644 1827 967 Approach Delay, s/veh 1.5 Approach Delay, s/veh 56.3 67.4 178.8 117.0 Approach LOS A Approach LOS E E F F Timer 12345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 4 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 17.5 Phs Duration (G+Y+Rc), 13.7s 35.8 36.5 14.8 34.7 64.0 Change Period (Y+Rc), s 5.1 Change Period (Y+Rc), s* 4.7 4.6 * 4.2 * 4.7 4.6 4.2 Max Green Setting (Gmax), s 17.4 Max Green Setting (Gmax),* 9.7 s 30.5 * 32 * 11 29.2 59.8 Max Q Clear Time (g_c+I1), s 5.3 Max Q Clear Time (g_c+I1),8.9 s 9.2 34.3 6.9 23.3 61.8 Green Ext Time (p_c), s 7.1 Green Ext Time (p_c), s 0.0 0.6 0.0 0.0 1.1 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 1.5 HCM 2010 Ctrl Delay 135.4 HCM 2010 LOS A HCM 2010 LOS F Notes
12 PM Cumulative + Project Synchro 10 Report 12 PM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 1 TIS for the Richmond Country Club Page 2 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Canal Blvd & I-580 Ramps/I-580 EB Ramps 01/27/2020 4: Canal Blvd & I-580 WB Ramps 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 890 95 112 00003122693523520 Traffic Volume (veh/h) 0 0 0 249 4 745 84 1134 0 0 468 123 Future Volume (veh/h) 890 95 112 00003122693523520 Future Volume (veh/h) 0 0 0 249 4 745 84 1134 0 0 468 123 Number 7 4 14 5 2 12 1 6 16 Number 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 0 1845 1845 1845 1845 0 Adj Sat Flow, veh/h/ln 1900 1845 1900 1845 1845 0 0 1845 1845 Adj Flow Rate, veh/h 958 0 112 0 425 194 352 352 0 Adj Flow Rate, veh/h 249 4 745 84 1134 0 0 468 123 Adj No. of Lanes 2 0 1 0 2 1 1 2 0 Adj No. of Lanes 020120021 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, % 3 3 3 0 3 3 3 3 0 Percent Heavy Veh, % 030330033 Cap, veh/h 1173 0 522 0 832 353 410 1826 0 Cap, veh/h 803 13 727 133 1465 0 0 1075 456 Arrive On Green 0.33 0.00 0.33 0.00 0.23 0.23 0.23 0.52 0.00 Arrive On Green 0.46 0.46 0.46 0.08 0.42 0.00 0.00 0.29 0.29 Sat Flow, veh/h 3514 0 1565 0 3689 1568 1757 3597 0 Sat Flow, veh/h 1730 28 1567 1757 3597 0 0 3689 1563 Grp Volume(v), veh/h 958 0 112 0 425 194 352 352 0 Grp Volume(v), veh/h 253 0 745 84 1134 0 0 468 123 Grp Sat Flow(s),veh/h/ln1757 0 1565 0 1845 1568 1757 1752 0 Grp Sat Flow(s),veh/h/ln 1758 0 1567 1757 1752 0 0 1845 1563 Q Serve(g_s), s 12.0 0.0 2.5 0.0 4.9 5.3 9.3 2.6 0.0 Q Serve(g_s), s 5.3 0.0 27.5 2.8 16.5 0.0 0.0 6.1 3.6 Cycle Q Clear(g_c), s 12.0 0.0 2.5 0.0 4.9 5.3 9.3 2.6 0.0 Cycle Q Clear(g_c), s 5.3 0.0 27.5 2.8 16.5 0.0 0.0 6.1 3.6 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Prop In Lane 0.98 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1173 0 522 0 832 353 410 1826 0 Lane Grp Cap(c), veh/h 816 0 727 133 1465 0 0 1075 456 V/C Ratio(X) 0.82 0.00 0.21 0.00 0.51 0.55 0.86 0.19 0.00 V/C Ratio(X) 0.31 0.00 1.02 0.63 0.77 0.00 0.00 0.44 0.27 Avail Cap(c_a), veh/h 1788 0 796 0 1417 602 438 2438 0 Avail Cap(c_a), veh/h 816 0 727 237 1803 0 0 1214 514 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 14.7 0.0 11.5 0.0 16.3 16.5 17.7 6.1 0.0 Uniform Delay (d), s/veh 9.9 0.0 15.9 26.6 14.8 0.0 0.0 17.0 16.1 Incr Delay (d2), s/veh 1.0 0.0 0.1 0.0 0.7 1.9 14.6 0.1 0.0 Incr Delay (d2), s/veh 0.2 0.0 39.8 1.8 1.7 0.0 0.0 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.9 0.0 1.1 0.0 2.6 2.4 6.2 1.2 0.0 %ile BackOfQ(50%),veh/ln 2.6 0.0 19.8 1.4 8.2 0.0 0.0 3.1 1.6 LnGrp Delay(d),s/veh 15.7 0.0 11.6 0.0 17.0 18.4 32.3 6.2 0.0 LnGrp Delay(d),s/veh 10.1 0.0 55.7 28.4 16.6 0.0 0.0 17.4 16.6 LnGrp LOS B B B B C A LnGrp LOS B F C B B B Approach Vol, veh/h 1070 619 704 Approach Vol, veh/h 998 1218 591 Approach Delay, s/veh 15.3 17.4 19.3 Approach Delay, s/veh 44.1 17.4 17.3 Approach LOS B B B Approach LOS D B B Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), 14.2s 14.9 19.1 29.1 Phs Duration (G+Y+Rc), s 28.8 7.5 21.3 30.5 Change Period (Y+Rc), s 3.0 4.0 3.0 4.0 Change Period (Y+Rc), s 4.0 3.0 4.0 3.0 Max Green Setting (Gmax),12.0 s 18.5 24.5 33.5 Max Green Setting (Gmax), s 30.5 8.0 19.5 27.5 Max Q Clear Time (g_c+I1),11.3 s 7.3 14.0 4.6 Max Q Clear Time (g_c+I1), s 18.5 4.8 8.1 29.5 Green Ext Time (p_c), s 0.1 3.6 1.9 2.4 Green Ext Time (p_c), s 6.3 0.0 3.6 0.0 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 17.0 HCM 2010 Ctrl Delay 26.9 HCM 2010 LOS B HCM 2010 LOS C Notes Notes
12 PM Cumulative + Project Synchro 10 Report 12 PM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 4 TIS for the Richmond Country Club Page 6 HCM 2010 Signalized Intersection Summary HCM 2010 AWSC 5: Giant Rd & Richmond Pkwy Ramp to Giant Hwy 01/27/2020 6: Collins Ave/Giant Hwy & Griffin Dr/Giant Rd 01/27/2020
Intersection Intersection Delay, s/veh12.4 Movement WBL WBR NBT NBR SBL SBT Intersection LOS B Lane Configurations Traffic Volume (veh/h) 112 149 233 189 115 132 Future Volume (veh/h) 112 149 233 189 115 132 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Number 3 18 2 12 1 6 Lane Configurations Initial Q (Qb), veh 0 00000 Traffic Vol, veh/h 13 54 4 9 130 238 12 27 15 174 16 4 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Future Vol, veh/h 13 54 4 9 130 238 12 27 15 174 16 4 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863 Heavy Vehicles, % 2 2 2 2 2 2222222 Adj Flow Rate, veh/h 112 149 233 189 115 132 Mvmt Flow 13 54 4 9 130 238 12 27 15 174 16 4 Adj No. of Lanes 1 11011 Number of Lanes 0 1 1 0 1 0010011 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Approach EB WB NB SB Percent Heavy Veh, %222222 Opposing Approach WB EB SB NB Cap, veh/h 325 290 405 329 527 792 Opposing Lanes 1 2 2 1 Arrive On Green 0.18 0.18 0.43 0.43 0.43 0.43 Conflicting Approach Left SB NB EB WB Sat Flow, veh/h 1774 1583 953 773 961 1863 Conflicting Lanes Left 2 1 2 1 Grp Volume(v), veh/h 112 149 0 422 115 132 Conflicting Approach RightNB SB WB EB Grp Sat Flow(s),veh/h/ln1774 1583 0 1726 961 1863 Conflicting Lanes Right 1 2 1 2 Q Serve(g_s), s 1.3 2.1 0.0 4.5 2.5 1.1 HCM Control Delay 9.2 13.6 9.6 12 Cycle Q Clear(g_c), s 1.3 2.1 0.0 4.5 7.0 1.1 HCM LOS A B A B Prop In Lane 1.00 1.00 0.45 1.00
Lane Grp Cap(c), veh/h 325 290 0 734 527 792 V/C Ratio(X) 0.34 0.51 0.00 0.57 0.22 0.17 Lane NBLn1 EBLn1 EBLn2WBLn1 SBLn1 SBLn2 Avail Cap(c_a), veh/h 1828 1631 0 2134 1306 2303 Vol Left, % 22% 19% 0% 2% 92% 0% HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Vol Thru, % 50% 81% 0% 34% 8% 0% Upstream Filter(I) 1.00 1.00 0.00 1.00 1.00 1.00 Vol Right, % 28% 0% 100% 63% 0% 100% Uniform Delay (d), s/veh 8.6 8.9 0.0 5.3 8.0 4.3 Sign Control Stop Stop Stop Stop Stop Stop Incr Delay (d2), s/veh 0.2 0.5 0.0 0.7 0.2 0.1 Traffic Vol by Lane 54 67 4 377 190 4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 LT Vol 12 13 0 9 174 0 %ile BackOfQ(50%),veh/ln0.7 0.9 0.0 2.3 0.7 0.5 Through Vol 27 54 0 130 16 0 LnGrp Delay(d),s/veh 8.9 9.5 0.0 6.0 8.2 4.4 RT Vol 15 0 4 238 0 4 LnGrp LOS A A A A A Lane Flow Rate 54 67 4 377 190 4 Approach Vol, veh/h 261 422 247 Geometry Grp 6 7 7 6 7 7 Approach Delay, s/veh 9.2 6.0 6.2 Degree of Util (X) 0.09 0.109 0.006 0.525 0.332 0.006 Approach LOS A A A Departure Headway (Hd) 6.011 5.881 5.09 5.009 6.289 5.12 Convergence, Y/N Yes Yes Yes Yes Yes Yes Timer 1 2345678 Cap 599 612 707 713 576 703 Assigned Phs 2 6 8 Service Time 4.019 3.597 2.79 3.092 3.993 2.823 Phs Duration (G+Y+Rc), s 15.3 15.3 8.9 HCM Lane V/C Ratio 0.09 0.109 0.006 0.529 0.33 0.006 Change Period (Y+Rc), s 5.0 5.0 4.5 HCM Control Delay 9.6 9.3 7.8 13.6 12.1 7.9 Max Green Setting (Gmax), s 30.0 30.0 25.0 HCM Lane LOS AAABBA Max Q Clear Time (g_c+I1), s 6.5 9.0 4.1 HCM 95th-tile Q 0.3 0.4 0 3.1 1.4 0 Green Ext Time (p_c), s 2.8 1.2 0.4 Intersection Summary HCM 2010 Ctrl Delay 7.0 HCM 2010 LOS A
12 PM Cumulative + Project Synchro 10 Report 12 PM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 8 TIS for the Richmond Country Club Page 9 HCM 2010 TWSC HCM 2010 Signalized Intersection Summary 7: Richmond Pkwy Ramp to Giant Hwy & Markovich Ln 01/27/2020 8: San Pablo Ave & Richmond Pkwy 01/27/2020
Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT WBT WBR SBL SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 769 1620 11 150 676 602 41 1346 131 164 357 207 Traffic Vol, veh/h 39 282 221 100 80 19 Future Volume (veh/h) 769 1620 11 150 676 602 41 1346 131 164 357 207 Future Vol, veh/h 39 282 221 100 80 19 Number 5 2 12 1 6 16 3 8 18 7 4 14 Conflicting Peds, #/hr 0 00000 Initial Q (Qb), veh 000000000000 Sign Control Free Free Free Free Stop Stop Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 RT Channelized - None - None - None Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Storage Length 160 - - - 0 0 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1863 1863 1863 1863 1863 1863 1863 Veh in Median Storage, # - 0 0 - 0 - Adj Flow Rate, veh/h 769 1620 11 150 676 0 41 1346 131 164 357 207 Grade, % - 0 0 - 0 - Adj No. of Lanes 230231121121 Peak Hour Factor 100 100 100 100 100 100 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Heavy Vehicles, % 2 22222 Percent Heavy Veh, %222222222222 Mvmt Flow 39 282 221 100 80 19 Cap, veh/h 602 1659 11 155 975 303 64 1263 564 171 1477 660 Arrive On Green 0.17 0.32 0.32 0.05 0.19 0.00 0.04 0.36 0.36 0.10 0.42 0.42 Sat Flow, veh/h 3442 5211 35 3442 5085 1583 1774 3539 1579 1774 3539 1580 Major/Minor Major1 Major2 Minor2 Grp Volume(v), veh/h 769 1054 577 150 676 0 41 1346 131 164 357 207 Conflicting Flow All 321 0 - 0 490 161 Grp Sat Flow(s),veh/h/ln 1721 1695 1856 1721 1695 1583 1774 1770 1579 1774 1770 1580 Stage 1 - - - - 271 - Q Serve(g_s), s 27.2 47.8 47.8 6.8 19.3 0.0 3.5 55.5 9.0 14.3 10.2 13.7 Stage 2 - - - - 219 - Cycle Q Clear(g_c), s 27.2 47.8 47.8 6.8 19.3 0.0 3.5 55.5 9.0 14.3 10.2 13.7 Critical Hdwy 4.14 - - - 6.84 6.94 Prop In Lane 1.00 0.02 1.00 1.00 1.00 1.00 1.00 1.00 Critical Hdwy Stg 1 - - - - 5.84 - Lane Grp Cap(c), veh/h 602 1079 591 155 975 303 64 1263 564 171 1477 660 Critical Hdwy Stg 2 - - - - 5.84 - V/C Ratio(X) 1.28 0.98 0.98 0.97 0.69 0.00 0.64 1.07 0.23 0.96 0.24 0.31 Follow-up Hdwy 2.22 - - - 3.52 3.32 Avail Cap(c_a), veh/h 602 1079 591 155 975 303 240 1263 564 171 1477 660 Pot Cap-1 Maneuver 1236 - - - 507 855 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 1 - - - - 750 - Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Stage 2 - - - - 796 - Uniform Delay (d), s/veh 64.2 52.4 52.4 74.1 58.6 0.0 74.0 50.0 35.1 69.9 29.3 30.4 Platoon blocked, % - - - Incr Delay (d2), s/veh 137.3 21.9 31.2 62.4 2.5 0.0 7.8 44.8 0.4 56.3 0.1 0.5 Mov Cap-1 Maneuver 1236 - - - 491 855 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Mov Cap-2 Maneuver - - - - 491 - %ile BackOfQ(50%),veh/ln 24.4 25.7 29.6 4.6 9.2 0.0 1.9 34.9 4.0 9.7 5.0 6.0 Stage 1 - - - - 726 - LnGrp Delay(d),s/veh 201.5 74.3 83.6 136.6 61.1 0.0 81.8 94.8 35.4 126.2 29.5 30.8 Stage 2 - - - - 796 - LnGrp LOS F E F F E F F D F C C
Approach Vol, veh/h 2400 826 1518 728 Approach EB WB SB Approach Delay, s/veh 117.3 74.8 89.3 51.7 HCM Control Delay, s 1 0 12.9 Approach LOS F E F D HCM LOS B Timer 12345678
Assigned Phs 12345678 Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Phs Duration (G+Y+Rc), s 14.0 57.0 11.6 72.9 33.7 37.3 21.0 63.5 Capacity (veh/h) 1236 - - - 491 855 Change Period (Y+Rc), s 7.0 7.5 6.0 8.0 6.5 7.5 6.0 * 8 HCM Lane V/C Ratio 0.032 - - - 0.163 0.022 Max Green Setting (Gmax), s 7.0 49.5 21.0 49.0 27.2 29.8 15.0 * 56 HCM Control Delay (s) 8 - - - 13.8 9.3 Max Q Clear Time (g_c+I1), s 8.8 49.8 5.5 15.7 29.2 21.3 16.3 57.5 HCM Lane LOS A - - - B A Green Ext Time (p_c), s 0.0 0.0 0.0 5.8 0.0 3.9 0.0 0.0 HCM 95th %tile Q(veh) 0.1 - - - 0.6 0.1 Intersection Summary HCM 2010 Ctrl Delay 94.4 HCM 2010 LOS F Notes
12 PM Cumulative + Project Synchro 10 Report 12 PM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 10 TIS for the Richmond Country Club Page 11 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 9: Blume Dr/I-80 WB Off-Ramp & Richmond Pkwy 01/27/2020 10: I-80 EB Off-Ramp/I-80 EB On-Ramp & Richmond Pkwy 01/27/2020
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 259 1604 185 328 495 416 232 140 864 136 229 732 Traffic Volume (veh/h) 0 1737 11 0 951 415 167 0 366 0 0 0 Future Volume (veh/h) 259 1604 185 328 495 416 232 140 864 136 229 732 Future Volume (veh/h) 0 1737 11 0 951 415 167 0 366 0 0 0 Number 5 2 12 1 6 16 3 8 18 7 4 14 Number 5 2 12 1 6 16 7 4 14 Initial Q (Qb), veh 0 00000000000 Initial Q (Qb), veh 0 0 0 0 0 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 Adj Sat Flow, veh/h/ln 0 1845 1845 0 1845 1845 1845 0 1845 Adj Flow Rate, veh/h 259 1604 185 328 495 0 232 140 864 136 229 0 Adj Flow Rate, veh/h 0 1737 0 0 951 0 167 0 366 Adj No. of Lanes 1 31211112122 Adj No. of Lanes 0 2 1 0 2 1201 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Percent Heavy Veh, %333333333333 Percent Heavy Veh, %033033303 Cap, veh/h 285 1804 562 366 560 476 217 639 954 88 956 753 Cap, veh/h 0 1980 886 0 1980 886 937 0 431 Arrive On Green 0.16 0.36 0.36 0.11 0.30 0.00 0.12 0.35 0.35 0.05 0.27 0.00 Arrive On Green 0.00 0.56 0.00 0.00 0.56 0.00 0.27 0.00 0.27 Sat Flow, veh/h 1757 5036 1568 3408 1845 1568 1757 1845 2755 1757 3505 2760 Sat Flow, veh/h 0 3597 1568 0 3597 1568 3408 0 1568 Grp Volume(v), veh/h 259 1604 185 328 495 0 232 140 864 136 229 0 Grp Volume(v), veh/h 0 1737 0 0 951 0 167 0 366 Grp Sat Flow(s),veh/h/ln1757 1679 1568 1704 1845 1568 1757 1845 1377 1757 1752 1380 Grp Sat Flow(s),veh/h/ln 0 1752 1568 0 1752 1568 1704 0 1568 Q Serve(g_s), s 17.6 36.3 10.4 11.5 31.0 0.0 15.0 6.5 36.2 6.1 6.2 0.0 Q Serve(g_s), s 0.0 24.3 0.0 0.0 9.2 0.0 2.1 0.0 12.5 Cycle Q Clear(g_c), s 17.6 36.3 10.4 11.5 31.0 0.0 15.0 6.5 36.2 6.1 6.2 0.0 Cycle Q Clear(g_c), s 0.0 24.3 0.0 0.0 9.2 0.0 2.1 0.0 12.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop In Lane 0.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 285 1804 562 366 560 476 217 639 954 88 956 753 Lane Grp Cap(c), veh/h 0 1980 886 0 1980 886 937 0 431 V/C Ratio(X) 0.91 0.89 0.33 0.90 0.88 0.00 1.07 0.22 0.91 1.54 0.24 0.00 V/C Ratio(X) 0.00 0.88 0.00 0.00 0.48 0.00 0.18 0.00 0.85 Avail Cap(c_a), veh/h 323 1849 576 366 560 476 217 756 1130 88 1180 929 Avail Cap(c_a), veh/h 0 1980 886 0 1980 886 1427 0 657 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 49.9 36.6 28.3 53.4 40.2 0.0 53.1 28.0 37.7 57.5 34.3 0.0 Uniform Delay (d), s/veh 0.0 10.7 0.0 0.0 7.4 0.0 15.7 0.0 19.5 Incr Delay (d2), s/veh 24.8 5.8 0.4 23.8 15.7 0.0 79.9 0.2 9.4 290.6 0.2 0.0 Incr Delay (d2), s/veh 0.0 5.0 0.0 0.0 0.8 0.0 0.1 0.0 5.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln10.5 17.7 4.6 6.6 18.3 0.0 12.1 3.3 14.9 10.1 3.0 0.0 %ile BackOfQ(50%),veh/ln0.0 12.9 0.0 0.0 4.6 0.0 1.0 0.0 6.1 LnGrp Delay(d),s/veh 74.7 42.4 28.7 77.2 55.9 0.0 133.0 28.2 47.1 348.1 34.5 0.0 LnGrp Delay(d),s/veh 0.0 15.6 0.0 0.0 8.2 0.0 15.8 0.0 25.0 LnGrp LOS E D C E E F C D F C LnGrp LOS B A B C Approach Vol, veh/h 2048 823 1236 365 Approach Vol, veh/h 1737 951 533 Approach Delay, s/veh 45.2 64.4 61.1 151.3 Approach Delay, s/veh 15.6 8.2 22.1 Approach LOS D E E F Approach LOS B A C Timer 1 2345678 Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2345678 Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), 16.7s 48.5 18.7 37.3 23.4 41.9 9.8 46.2 Phs Duration (G+Y+Rc), s 37.0 19.8 37.0 Change Period (Y+Rc), s 3.7 5.1 3.7 * 4.2 3.7 5.1 3.7 * 4.2 Change Period (Y+Rc), s 4.9 * 4.2 4.9 Max Green Setting (Gmax),13.0 s 44.5 15.0 * 41 22.3 35.2 6.1 * 50 Max Green Setting (Gmax), s 32.1 * 24 32.1 Max Q Clear Time (g_c+I1),13.5 s 38.3 17.0 8.2 19.6 33.0 8.1 38.2 Max Q Clear Time (g_c+I1), s 26.3 14.5 11.2 Green Ext Time (p_c), s 0.0 5.1 0.0 2.2 0.1 0.7 0.0 3.8 Green Ext Time (p_c), s 5.2 1.1 8.8 Intersection Summary Intersection Summary HCM 2010 Ctrl Delay 61.8 HCM 2010 Ctrl Delay 14.5 HCM 2010 LOS E HCM 2010 LOS B Notes Notes
12 PM Cumulative + Project Synchro 10 Report 12 PM Cumulative + Project Synchro 10 Report TIS for the Richmond Country Club Page 13 TIS for the Richmond Country Club Page 15
Appendix B
Turn Lane Warrant Analyses
Transportation Impact Analysis for the Richmond Country Club May 2020 B
Turn Lane Warrant Analysis - Tee Intersections Study Intersection: Markovich Lane/Project Driveway Study Scenario: AM Cumulative plus Project
Direction of Analysis Street:North/South Cross Street Intersects: From the West
Markovich Lane Markovich Lane Southbound Volumes (veh/hr) Northbound Volumes (veh/hr) Through Volume = 78 45 = Through Volume Right Turn Volume = 0 19 = Left Turn Volume
Southbound Speed Limit: 15 mph Northbound Speed Limit: 15 mph Southbound Configuration: 2 Lanes - Undivided Project Driveway Northbound Configuration: 2 Lanes - Undivided
Southbound Right Turn Lane WarrantsNorthbound Left Turn Lane Warrants 1. Check for right turn volume criteria Percentage Left Turns %lt 29.7 % Advancing Volume Threshold AV 723 veh/hr Thresholds not met, continue to next step If AV 1000 2. Check advance volume threshold criteria for turn lane Advancing Volume Threshold AV = 1050.1 900 Advancing Volume Va = 78 800 If AV Opposing Volume (Vo) Volume Opposing 100 1. Check taper volume criteria 0 0 200 400 600 800 1000 NOT WARRANTED - Less than 20 vehicles Advancing Volume (Va) 2. Check advance volume threshold criteria for taper Advancing Volume Threshold AV = - Study Intersection Advancing Volume Va = 78 Two lane roadway warrant threshold for: 15 mph If AV Right Turn Taper Warranted:NO Left Turn Lane Warranted: NO Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements , January 1997. The right turn lane and taper analysis is based on work conducted by Cottrell in 1981. The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991. W-Trans 1/29/2020 Turn Lane Warrant Analysis - Tee Intersections Study Intersection: Markovich Lane/Project Driveway Study Scenario: PM Cumulative plus Project Direction of Analysis Street:North/South Cross Street Intersects: From the West Markovich Lane Markovich Lane Southbound Volumes (veh/hr) Northbound Volumes (veh/hr) Through Volume = 62 75 = Through Volume Right Turn Volume = 0 64 = Left Turn Volume Southbound Speed Limit: 15 mph Northbound Speed Limit: 15 mph Southbound Configuration: 2 Lanes - Undivided Project Driveway Northbound Configuration: 2 Lanes - Undivided Southbound Right Turn Lane WarrantsNorthbound Left Turn Lane Warrants 1. Check for right turn volume criteria Percentage Left Turns %lt 46.0 % Advancing Volume Threshold AV 709 veh/hr Thresholds not met, continue to next step If AV 1000 2. Check advance volume threshold criteria for turn lane Advancing Volume Threshold AV = 1050.1 900 Advancing Volume Va = 62 800 If AV Opposing Volume (Vo) Volume Opposing 100 1. Check taper volume criteria 0 0 200 400 600 800 1000 NOT WARRANTED - Less than 20 vehicles Advancing Volume (Va) 2. Check advance volume threshold criteria for taper Advancing Volume Threshold AV = - Study Intersection Advancing Volume Va = 62 Two lane roadway warrant threshold for: 15 mph If AV Right Turn Taper Warranted:NO Left Turn Lane Warranted: NO Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements , January 1997. The right turn lane and taper analysis is based on work conducted by Cottrell in 1981. The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991. W-Trans 1/29/2020 Appendix C Signal Warrant Analyses Transportation Impact Analysis for the Richmond Country Club May 2020 C Warrant 3: Peak-Hour Volumes and Delay Giant Road & Giant Highway Project Name: TIS for the Richmond Country City of Richmond Club Intersection: 1 Major Street Minor Street Street Name Giant Road Giant Highway Direction E-W N-S Number of Lanes 11 Approach Speed 25 25 Population less than 10,000? No Date of Count: Wednesday, November 6, 2019 Scenario: AM Cumulative + Project Warrant 3 Met?: Met when either Condition A or B is met No Condition A: Met when conditions A1, A2, and A3 are met Not Met Condition A1 Not Met The total delay experienced by traffic on one minor street approach (one direction only) controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach, or five vehicle-hours for a two-lane approach Minor Approach Delay: 0.27 vehicle-hours Condition A2 Met The volume on the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic of 150 vph for two moving lanes Minor Approach Volume: 105 vph Condition A3 Not Met The total entering volume serviced during the hour equals or exceeds 800 vph for intersections with four or more appraches or 650 vph for intersections with three approaches Total Entering Volume: 393 vph Condition B Not Met The plotted point falls above the curve Warrant 3, Peak Hour 600 2 OR MORE LANES & 2 OR MORE LANES 500 2 OR MORE LANES & 1 LANE 400 1 LANE & 1 LANE HIGHER VOLUME 300 ― 200 APPROACH (VPH) APPROACH 100 0 MINOR STREET 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET―TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) 1/14/2020 Signal Warrant Analysis Warrant 3: Peak-Hour Volumes and Delay Giant Road & Giant Highway Project Name: TIS for the Richmond Country City of Richmond Club Intersection: 1 Major Street Minor Street Street Name Giant Road Giant Highway Direction E-W N-S Number of Lanes 11 Approach Speed 25 25 Population less than 10,000? No Date of Count: Wednesday, November 6, 2019 Scenario: PM Cumulative + Project Warrant 3 Met?: Met when either Condition A or B is met No Condition A: Met when conditions A1, A2, and A3 are met Not Met Condition A1 Not Met The total delay experienced by traffic on one minor street approach (one direction only) controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach, or five vehicle-hours for a two-lane approach Minor Approach Delay: 0.65 vehicle-hours Condition A2 Met The volume on the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic of 150 vph for two moving lanes Minor Approach Volume: 194 vph Condition A3 Not Met The total entering volume serviced during the hour equals or exceeds 800 vph for intersections with four or more appraches or 650 vph for intersections with three approaches Total Entering Volume: 696 vph Condition B Not Met The plotted point falls above the curve Warrant 3, Peak Hour 600 2 OR MORE LANES & 2 OR MORE LANES 500 2 OR MORE LANES & 1 LANE 400 1 LANE & 1 LANE HIGHER VOLUME 300 ― 200 APPROACH (VPH) APPROACH 100 0 MINOR STREET 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET―TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) 1/14/2020 Signal Warrant Analysis Warrant 3: Peak-Hour Volumes and Delay Richmond Pkwy Ramp & Markovich Lane Project Name: TIS for the Richmond Country City of Richmond Club Intersection: 1 Major Street Minor Street Street Name Richmond Pkwy Ramp Markovich Lane Direction E-W N-S Number of Lanes 11 Approach Speed 25 25 Population less than 10,000? No Date of Count: Wednesday, November 6, 2019 Scenario: AM Cumulative + Project Warrant 3 Met?: Met when either Condition A or B is met No Condition A: Met when conditions A1, A2, and A3 are met Not Met Condition A1 Not Met The total delay experienced by traffic on one minor street approach (one direction only) controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach, or five vehicle-hours for a two-lane approach Minor Approach Delay:0.44 vehicle-hours Condition A2 Met The volume on the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic of 150 vph for two moving lanes Minor Approach Volume: 134 vph Condition A3 Met The total entering volume serviced during the hour equals or exceeds 800 vph for intersections with four or more appraches or 650 vph for intersections with three approaches Total Entering Volume: 668 vph Condition B Not Met The plotted point falls above the curve Warrant 3, Peak Hour 600 2 OR MORE LANES & 2 OR MORE LANES 500 2 OR MORE LANES & 1 LANE 400 1 LANE & 1 LANE HIGHER VOLUME 300 ― 200 APPROACH (VPH) APPROACH 100 0 MINOR STREET 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET―TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) 1/14/2020 Signal Warrant Analysis Warrant 3: Peak-Hour Volumes and Delay Richmond Pkwy Ramp & Markovich Lane Project Name: TIS for the Richmond Country City of Richmond Club Intersection: 1 Major Street Minor Street Street Name Richmond Pkwy Ramp Markovich Lane Direction E-W N-S Number of Lanes 11 Approach Speed 25 25 Population less than 10,000? No Date of Count: Wednesday, November 6, 2019 Scenario: PM Cumulative + Project Warrant 3 Met?: Met when either Condition A or B is met No Condition A: Met when conditions A1, A2, and A3 are met Not Met Condition A1 Not Met The total delay experienced by traffic on one minor street approach (one direction only) controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach, or five vehicle-hours for a two-lane approach Minor Approach Delay: 0.35 vehicle-hours Condition A2 Not Met The volume on the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic of 150 vph for two moving lanes Minor Approach Volume: 99 vph Condition A3 Met The total entering volume serviced during the hour equals or exceeds 800 vph for intersections with four or more appraches or 650 vph for intersections with three approaches Total Entering Volume: 741 vph Condition B Not Met The plotted point falls above the curve Warrant 3, Peak Hour 600 2 OR MORE LANES & 2 OR MORE LANES 500 2 OR MORE LANES & 1 LANE 400 1 LANE & 1 LANE HIGHER VOLUME 300 ― 200 APPROACH (VPH) APPROACH 100 0 MINOR STREET 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET―TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) 1/14/2020 Signal Warrant Analysis