Exhibit 1 - Evaluation Summary — Alameda City Council, July 5, 2022

Kittelson & Associates, Inc.

Technical Memorandum

SUMMARY
This memorandum summarizes findings of an intersection evaluation at the Mecartney Road/Island Drive intersection (“Mecartney/Island”) in the City of Alameda, California (“City”).

The existing intersection is an all-way stop. Kittelson & Associates, Inc. (“Kittelson”) has evaluated roundabout, signal, and a reduced footprint (i.e., fewer lanes) all-way stop alternatives.

Based on the quantitative and qualitative evaluation criteria presented in this memorandum, Kittelson recommends that the City of Alameda advance the roundabout and reduced footprint all-way stop alternatives for community engagement and for further design and evaluation. Kittelson recommends the City remove a signal alternative from further consideration. A signal alternative creates more travel delay for motor vehicles and does not provide a safety advantage compared to alternatives. Alternatively, the roundabout and reduced footprint all-way stop alternatives provide adequate vehicle operations and mobility and would improve safety and quality of service for all road users. The roundabout and reduced footprint all-way stop also provide the City with flexibility to use additional space within existing right-of-way such as for additional flood control such as bioswales that also could include landscaping.

Roundabouts include geometric features that physically induce slower travel speeds compared to stop- or signal-controlled intersections. Speed is the primary factor in many fatal and severe injury collisions.

INTRODUCTION AND PURPOSE
The City of Alameda is assessing options for a potential improvement project at Mecartney/Island. Kittelson is supporting the City in developing and evaluating intersection strategies by evaluating roundabout, signal, and reduced footprint all-way stop intersection concepts in comparison to the existing all-way stop.

The intent of this analysis is to revisit a previous intersection improvement alternatives memo and to apply qualitative and quantitative performance measures in alignment with intended project 155 Grand Avenue, Suite 505
Oakland, CA 94612
P 510.839.1742
November 9, 2021 Project# 248460.001
To: Gail Payne, Senior Transportation Coordinator
City of Alameda
From: Mike Alston, RSP; Laurence Lewis, AICP
CC: Robert Vance, City Engineer
RE: Mecartney Road/Island Drive Improvement Project
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outcomes to compare intersection alternatives. The comparison and evaluation will enable the City to engage the public and to select a preferred alternative.

For any project at Mecartney/Island, the City seeks to:
• Promote safety by prioritizing Vision Zero, which the City Council approved as a policy in 2019 to reduce traffic deaths and life-changing injuries to zero. • Be consistent with the Draft 2040 General Plan goal to Eliminate fatalities and severe injuries on Alameda’s streets, avenues, sidewalks, crosswalks, paths, and trails. • Be accordant with the Draft 2040 General Plan as follows:
• Intersection Safety. To improve safety at a stop-controlled or signalized intersections, consider a roundabout design.
• Roundabouts and Traffic Circles. When considering modification to an intersection, prioritize roundabouts and traffic circles for consideration. • Provide adequate mobility for all modes, including AC Transit lines that pass through the intersection.
• Be compatible with existing plans, which include the draft 2040 General Plan (including the land use element) and recommended bikeways in the City’s draft Active Transportation Plan.

EXISTING INTERSECTION AND SETTING
The Mecartney/Island intersection is on Bay Farm Island within the City of Alameda. The intersection is a four-way, stop-controlled intersection (see Figure 1). Island Drive is an arterial roadway north of the intersection and a collector south of it; Mecartney Road is an arterial west of the intersection and a collector east of it. Arterials carry the heaviest volumes of traffic and connect to key destinations whereas collectors carry less traffic volume and typically funnel local traffic onto arterials.

Island Drive runs north-south, connecting to Doolittle Drive to the north and providing access to the main island; to the south, it connects to a residential area of multi-family and single-family homes. To the north, Island Drive is a four-lane, median-separated roadway with an off-street Class I shared-use path along its west side. Southbound approaching the intersection, Island Drive reduces a prima facie 35 mph speed limit to a posted 25 mph speed limit approximately 400 feet north of the intersection. Northbound, Island Drive has a posted speed limit of 35 mph beginning approximately 200 feet north of the intersection.

Mecartney Road is a four-lane divided roadway between Fontana Drive and Island Drive with Class II bicycle lanes, a parking lane on the south side of the street in the eastbound direction, and a separated Class I multi-use path on its north side. Mecartney Road reduces from four to two lanes with left-turn pockets between Adelphian Way and Fontana Drive, which is further west, and has Class II bicycle lanes. There are parking lanes between Aughinbaugh Way and Fontana Drive on the north and south sides, and a separated Class I multi-use path on its north side. Mecartney Road provides access to the west end of Bay Farm Island. To the east, Mecartney Road reduces to a single lane in each direction and merges with Maitland Drive, which heads into Harbor Bay Parkway on the west end of the Oakland International Airport.

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Figure 1: Mecartney/Island Intersection

Source: Google
The Harbor Bay Landing shopping center is on the northwest corner of the intersection. Full access to the shopping center is provided along Mecartney Drive, right-in / right-out access is provided on Island Drive within the intersection influence area, and full access is provided further north along Island Drive. A drive-thru coffee shop occupies the northeast corner. Its site circulation allows entering vehicles along Island Drive, right-turn exiting vehicles along Island Drive, and exiting vehicles onto Mecartney Road. Mecartney/Island serves four AC Transit bus lines – one all-day local route (Line 21), two school routes (Lines 631 and 687), and one Transbay route (Line OX).

Weekday AM and PM peak hour multimodal traffic counts from January 1, 2015, were obtained for this evaluation (refer to Appendix A). These counts were taken before the COVID-19 pandemic and therefore represent a pre-pandemic (and future “return-to-normal”) traffic scenario. The vehicle turning movement counts for the AM and PM weekday peak periods are shown in Table 1. The eastbound left (EBL) turns toward Island Drive and the main island, as well as the southbound right (SBR) turn toward the Harbor Bay Ferry Terminal area, carry the highest volumes of any movement in both peak hours.

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As shown in Table 1, the most frequent bicycle movements in the AM peak hour are southbound right turns and westbound through movements. In the PM peak hour, the most frequent movements are southbound through and eastbound left and through movements.

Table 1: Peak Period Vehicle Turning Movement Counts, Mecartney/Island, Pre-COVID Conditions
Travel
Mode Peak
Hour
Island Dr Mecartney Rd
Total Northbound Southbound Eastbound Westbound

NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
Motor
Vehicle
AM 23 177 15 43 78 232 380 152 10 1 52 78 1,241
PM 22 100 9 96 147 378 365 77 30 18 118 41 1,401
Bicycle
AM 0 1 0 0 0 3 1 1 0 0 3 0 9
PM 0 0 0 0 3 0 2 4 1 0 1 0 11
Source: City of Alameda
Table 2 presets peak hour pedestrian crossing volumes at the intersection. The AM peak hour includes 63 crossing pedestrians, and the PM peak hour includes 44. In both peak hours, the south and west legs
Table 2: Peak Period Pedestrian Counts, Mecartney/Island, Pre-COVID Conditions Peak Hour
Intersection Leg Crossed
Total Island Dr Mecartney Rd
North Leg South Leg East Leg West Leg
AM 1 19 1 42 63
PM 5 11 2 26 44
Source: City of Alameda
Crash History
The City provided crash data for January 2010 through July 2021 (11.5 years) , presented in Table

3. The total reported crashes do not show a prevailing crash pattern, with two injury crashes and zero fatalities spanning the 11.5-year period.

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Table 3: Reported Crash History, Mecartney/Island, 2010-July 2021 Modes Involved
Severity
Injury Property Damage Only
Vehicle-vehicle or vehicle alone 0 5
Pedestrian 1 0
Bicyclist 1 0
Total Reported 2 5
Source: City of Alameda
Operations
Figure 2 illustrates the existing lane configuration. The intersection includes four vehicle lanes on the southbound approach (including two right-turn lanes) and a single lane on the northbound approach. The eastbound approach includes three lanes (including a dedicated left -turn lane), and the westbound approach includes two lanes, both of which share a through and turn movement.

Figure 2: Existing Lane Configuration
Island Dr Mecartney Rd
Northbound (NB) Southbound (SB) Eastbound (EB) Westbound (WB)

Kittelson analyzed the existing traffic volumes using Highway Capacity Manual (HCM) 6th edition methods to evaluate motor vehicle delay and queue lengths. The results are provided in Table 3 (refer to Appendix B for analysis worksheets). The intersection operates at a level-of-service (LOS) C in the weekday PM peak hour, indicating that more than adequate vehicle mobility is provided during the peak hours and throughout the day.

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Table 4: Existing Conditions Traffic Operations
Peak
Hour
Level of
Service
Average Delay
(s/veh)
Volume-to-Capacity
Ratio (V/C)1
95th Percentile
Queue (ft)
AM D 35.0 1.04 370 (EBL)
PM C 23.2 0.92 260 (EBL)
1: V/C is reported for the worst movement, eastbound left (EBL) Source: Kittelson & Associates, Inc.

Signal Warrant Analysis
Kittelson evaluated the existing intersection against traffic signal warrants from the 2021 California Revision 6 to the Manual of Uniform Traffic Control Devices (CA-MUTCD). Traffic signal warrants are standards that provide guidelines in the determination of the need for a traffic signal. There is no warrant for roundabout placement.

The CA-MUTCD states: “An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics of the location shall be performed to determine whe ther installation of a traffic control signal is justified at a particular location…The investigation for a traffic control signal shall include an analysis of the applicable factors contained in the following traffic signal warrants:
• Warrant 1, Eight-Hour Vehicular Volume
• Warrant 2, Four-Hour Vehicular Volume
• Warrant 3, Peak Hour
• Warrant 4, Pedestrian Volume
• Warrant 5, School Crossing
• Warrant 6, Coordinated Signal System
• Warrant 7, Crash Experience
• Warrant 8, Roadway Network
• Warrant 9, Intersection near a Grade Crossing

…The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.”1

This evaluation used available data (peak hour turning movement volumes and crash history) to conduct an analysis with respect to Warrant 3 and 7. Additionally, typical assumptions about the distribution of traffic throughout the day, based on peak hour counts, allowed for Warrants 1 and 2 to be studied. Warrants 4, 5, 6, 8, and 9 were not applicable to this location and were not studied.2

1 CA-MUTCD, Section 4C.01
2 Warrants 4 and 5 are applicable for crossings without existing traffic control (i.e., STOP sign or traffic signal) to assist pedestrian crossings. Warrant 6 pertains to intersections that are part of a coordinated signal system, which Mecartney/Island is not. Warrants 8 and 9 are applicable to contexts not matching this site’s context.

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Warrants 1 and 2, the eight-hour and four-hour volume warrants, are computed based on approach geometry (number of lanes) and vehicle volumes. Warrant 3, the peak hour signal warrant, is a function of approach geometry, volume, and vehicle delay. The CA-MUTCD advises that Warrant 3 “shall be applied only in unusual cases, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time.” 3

Based on the available data, the intersection does not meet Warrants 1, 2, or 3 in the AM peak hour but does meet Warrants 2 and 3 in the PM peak hour (refer to Appendix C).

For an intersection to meet Warrant 7 (crash experience), the intersection needs to have observed at least five crashes “of types susceptible to correction by a traffic control signal” within a 12-month period.4 Based on the reported crash history already presented, Mecartney/Island does not meet this warrant.

In conclusion, Mecartney/Island does meet two of the selected signal warrants – Warrant 2 (Four Hour Volume) and Warrant 3 (Peak Hour).

Pedestrian and Bicycle Environment
Pedestrians
The existing intersection includes the lane configuration presented in Figure 2 and skewed approaches. As a result, the pedestrian crossings at the intersection range in length from 80 to 125 feet. At an average walking speed of 3.5 feet per second, the north leg crossing of Island Dr., which is 125 feet, would take a person 36 seconds to cross. 5 The west and south legs, which serve the highest numbers of crossing pedestrians, are 117 feet and 83 feet long, respectively.

All crossings are single-stage crossings, meaning that a person must cross approach and departure legs continuously. For example, to cross the north leg, a person crosses seven lanes of traffic (four lanes approaching and three lanes departing) without a designated median refuge.

Medians are provided on the west, north, and east legs; however, those medians intrude into the crossing area and do not provide fully accessible refuge areas that would be detectable by people with vision impairments.

A crossing guard is present at the intersection during school commute hours to assist schoolchildren traveling to and from Amelia Earhart School 0.6 miles north.

3 CA-MUTCD, Section 4C.04, 02
4 CA-MUTCD, Section 4C.08, 02B
5 3.5 feet per second is the walking speed used to time pedestrian signal phases per CA-MUTCD, Section 4E.06.

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Bicyclists
Mecartney Road to the west of the intersection includes Class II bicycle lanes in both directions and a Class I multi-use path providing two-way travel on its north side. Because bicyclists can travel in either direction on the Class I path, conflicts are present for bicyclists exiting the facility westbound, where drivers may not expect them.

Along Island Drive, the City’s draft Active Transportation Plan proposes Class II buffered bicycle lanes south of the intersection and Class II bicycle lanes north of the intersection. The plan also proposes Class II bicycle lanes along Mecartney Road east of the intersection.

Planning Environment
Planned Safety Improvements
The City has a planned safety improvement project along Maitland Drive east of the intersection between Mecartney Road and Harbor Island Parkway. The project includes installation of edge lines, bicycle sharrow pavement markings, and more. The project details are available at the City’s website.6
Emergency Evacuation
Bay Farm Island is a tsunami evacuation zone for a tsunami threat from an Aleutian -Alaska earthquake. Emergency modeling indicates that the island would have a 4 -hour evacuation time in such an event. Research tested Bay Farm Island’s evacuation ability and noted the following findings in relation to Mecartney/Island 7:
• Mecartney/Island is not an evacuation bottleneck.
• Several strategies can improve evacuation times. The strategy with the greates t potential is to reduce car demand on the island.

Intersection Concepts
Kittelson worked with the City to develop concept alternatives for analysis. As previously described, a key goal of any project at the intersection is to promote safety for all users . The size and number of lanes, (and consequently, the relative size of the overall intersection footprint) generally presents a balance between safety (benefits from a smaller size) and mobility ( benefits from a larger size). A smaller footprint reduces exposure for vulnerable road users: it provides people walking with shorter crossing distances and allows people biking to clear the intersection

6 https://www.alamedaca.gov/Departments/Public-Works-Department/City-Projects/Maitland- Drive-Traffic-Safety-Improvements
7 Wood, Nathan, et al. "Variations in community evacuation potential related to average return periods in probabilistic tsunami hazard analysis." International Journal of Disaster Risk Reduction 50 (2020): 101871.

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more quickly. A smaller footprint will generally provide tighter movements through the intersection and will visually narrow the roadway, resulting in lower vehicle driving speeds.

Therefore, Kittelson iteratively revised the proposed lane configurations to match the intersection size to its mobility needs and to avoid “overbuilding.” The concepts also incorporate planned bicycle facilities and do not change residential or commercial driveway access along approaching roadways.

The concepts developed include:
• Roundabout
• Signal
• Reduced footprint all-way stop
Concept Lane Configuration and Bicycle Facilities
The existing and proposed lane configurations are shown in Table 5.

Table 5: Concept Lane Configurations
Existing
Island Dr Mecartney Rd
Northbound (NB) Southbound (SB) Eastbound (EB) Westbound (WB)

Roundabout
Island Dr Mecartney Rd
Northbound (NB) Southbound (SB) Eastbound (EB) Westbound (WB)

Signal
Island Dr Mecartney Rd
Northbound (NB) Southbound (SB) Eastbound (EB) Westbound (WB)

Reduced Footprint All-way Stop
Island Dr Mecartney Rd
Northbound (NB) Southbound (SB) Eastbound (EB) Westbound (WB)

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Intersection Footprint Sketch
With basic lane geometry and bicycle facilities established, Kittelson sketched preliminary concepts for each alternative to assess feasibility. The following sections describe considerations for each concept sketch. The sketches are presented in Figure 3 and Figure 4.

No changes to existing driveway accessExisting curb line (TYP.) Truck ApronProposed edge of vehicle travel lane(Bike lane to be provided outside) (TYP.) Inscribed Circle Diameter = 120'
H:\24\24846 - City of Alameda On-Call Services 2020\001 - Citywide Roundabout Analysis\Task 5 ICE Review and Community Engagement\DWGs\24846_concepts overlay_20210917.dwg Nov 05, 2021 - 12:18pm - malston Layout Tab: F3 RBT Island Drive & Mecartney Road Roundabout ConceptPreliminary Draft - Subject to ChangeAlameda, CA03 Citywide Roundabout Analysis November 2021
Figure
Feet0 20 40
No changes to existing driveway access
Existing curb line
10' Bike Lane & Buffer
Can be dedicated left-turn lane (signal)or median/bioswale (All-way stop) H:\24\24846 - City of Alameda On-Call Services 2020\001 - Citywide Roundabout Analysis\Task 5 ICE Review and Community Engagement\DWGs\24846_concepts overlay_20210917.dwg Nov 05, 2021 - 1:30pm - malston Layout Tab: F4 AWSC-Signal Island Drive & Mecartney Road All-Way Stop/Signal ConceptPreliminary Draft - Subject to ChangeAlameda, CA04 Citywide Roundabout Analysis November 2021
Figure
Feet0 2040
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Roundabout
The roundabout concept, as shown in Figure 3, is a single-lane design with an inscribed circle diameter of 120 feet. The design reflects an intent to remain within existing curb lines or minimally impact them. Some observations about the impact of the intersection footprint include:
• Because a single-lane roundabout is sufficient to serve expected traffic volumes, the roadways approaching and departing the intersections could all be reduced in width. • The concept sketch shows a new edge of traveled way with existing curb lines as dashed lines. The difference in the lateral width indicates the excess pavement. It could be used for landscaping, flood reduction with bioswales, or similar elements. The space also provides room for diagonal ramps to and from Class II bike lanes on each road.8 In a least-cost approach, curbing could be provided with sidewalk and driveway connections until a long- term plan is developed.
• A 10-foot-wide combined bicycle lane and buffer strip could be provided on all approaches. The concept could provide for bicyclists to share the circulatory roadway or to use bicycle ramps to leave the roadway and cross adjacent to pedestrian crossings. The concept could provide both options, as well. Further concept development would define the treatment.
• No changes to existing commercial or residential access driveways would be required. • The anticipated design vehicle movement and associated performance checks may result in some modifications to the eventual intersection layout, possibly reducing the medians and splitter islands on approaches to support large truck movements through the intersection.

Should the City carry the roundabout forward, Kittelson and the City would identify the design vehicle (STAA or California Legal) and required movements to refine the design and verify performance checks.
• Existing bus stops along Mecartney Road (at the northeast and southeast corners) could be retained in approximately their existing locations. If the roundabout is advanced, the City may coordinate with AC Transit to determine if in-lane or pullout stops are preferred. • The City is considering complementary traffic calming treatments along Maitland Drive to the east to further the speed reductions and safety improvements on Bay Farm Island as shown on the City’s website.9
• The roundabout could provide the opportunity for a gateway feature (within the central island). One such feature could be a tree, consistent with the tree lined median from the north along Island Drive and with the character of the corridor and Bay Farm Island.

All-Way Stop / Signal
One sketch concept was developed to convey both an all-way stop and signal footprint and implications, as shown in Figure 4. A few notes about the concept include:

8 An example of bicycle ramps to and from Class II bike lanes is provided in CA-MUTCD Figure 9C-107
9Recommendations for Maitland Drive can be found at
https://www.alamedaca.gov/Departments/Public-Works-Department/City-Projects/Maitland- Drive-Traffic-Safety-Improvements
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• The same basic form could be used for all-way stop or signal alternatives. For the reduced footprint all-way stop concept, the westbound and northbound left-turn lanes could instead be painted extensions of the landscaped medians, replaced with constructed medians, or modified into bioswales to reduce the impact of flooding. • The concept shows excess available existing pavement. As with the roundabout, the excess lateral width could be constructed as curbing and could include other features as part of a long-term plan to reduce flooding and improve aesthetics. • A 10-foot-wide bicycle lane and buffer strip is provided on all approaches. As currently sketched, each bicycle lane results in a potential right-hook conflict with right-turning vehicle movements. Further concept development would include defining a treatment to address this issue (e.g., advanced stop bar / bicycle box, concrete islands in the buffer to protect people bicycling, or similar).
• No changes to existing commercial or residential access driveways would be required. • The anticipated design vehicle movement and associated performance checks may result in some modifications to the eventual intersection layout, but the approximate size and layout would not change substantially. Should the City carry either alternative forward, Kittelson and the City would identify the design vehicle (STAA or California Legal) and required movements to refine the design and verify performance checks. • Existing bus stops along Mecartney Road (at the northeast and southeast corne rs) could be retained in approximately their existing locations. The City may coordinate with AC Transit to determine if in-lane or pullout stops are preferred.

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ASSESSMENT
The assessment presents safety and mobility considerations, including:
• Safety
• Motor vehicles
• Pedestrians
• Bicyclists
• Mobility – motor vehicle operations
• Motor vehicle operations
• Pedestrian comfort and quality of service
• Bicyclist comfort and quality of service
• Trucks/design vehicle considerations
• Transit access and mobility
Safety
This section presents a general safety comparison among the concepts considered. First, the general comparative safety record of the three intersection types considered is discussed. Then, the characteristics of the site and concepts are qualitatively evaluated.

General Characteristics
Safety research has compared intersection types and produced documented crash reduction factors (CRFs) associated with intersection types. Roundabouts have been shown to reduce crash frequency compared to two-way stop control and signalized intersections for all crash types and especially for injury and fatal crashes. There is limited US-based research on bicyclist and pedestrian crash history at roundabouts, in part because these users make up a very small portion of reported crash history which makes establishing statistical significance difficult.

In terms of overall crashes, NCHRP Report 672 – Roundabouts: An Informational Guide explains a few reasons for roundabouts’ demonstrated crash reduction and safety benefit:
• Roundabouts include fewer vehicle conflict points than non-roundabout intersections (see Figure 5). The design reduces the likelihood of high-severity crashes like right-angle and left- turn head-on crashes. Of note is the elimination of crossing conflicts, which occur where two traffic streams intersect. Crossing conflicts are typically the most severe of all conflict types. • Roundabouts include low speeds, which increases reaction time and lowers the potential severity of crashes.
• Pedestrian crossings are typically two-stage crossings, meaning that people walking only cross one direction of traffic at a time, which reduces exposure and simplifies the task for people walking.

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Figure 5: Vehicle Conflict Points for Intersections with Single-Lane Approaches

Source: NCHRP Report 672
CRFs are typically established from before-and-after studies. CRFs for roundabouts show a reduction of up to 82% of injury crashes when converting from two-way stop intersections, and up to 78% of injury crashes when converting from signalized intersections.10 There are no documented CRFs for conversions from all-way stop intersections to roundabouts.

Some safety principles do indicate that a roundabout could provide safety benefits compared to an all-way stop control, notably:
• Roundabouts reduce the severity of potential conflicts with horizontal design that requires drivers to slow. The relative speeds are a determining factor in the severity of a conflict. • Roundabouts replace head-on and angle conflicts with merge/sideswipe conflicts, for which the angles and relative velocities are less likely to result in severe conflicts. • Roundabouts generally simplify user tasks at conflict points. Rather than a driver being required to, for example, simultaneously judge a gap in traffic and search for crossing pedestrians, they complete each task separately and sequentially.

Therefore, the roundabout and all-way stop control options would be expected to result in fewer and less severe crashes overall compared to a traffic signal. Additionally, the roundabout would reduce the number of conflict points compared to the all-way stop and signal alternatives and provide geometric design changes that require drivers to slow.

10 American Association of State Highway and Transportation Officials (AASHTO). Highway Safety Manual, 1st Edition. AASHTO, Washington, D.C., 2010.

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Motor Vehicles
The motor vehicle safety considerations are as follows:
• The roundabout, as described above, also reduces the most severe potential conflicts by reducing speeds and altering vehicle paths (removing left-turn conflicts). The roundabout slows speeds with use of traffic control devices (YIELD signs) and geometric design that requires drivers to slow to stay in the roadway.
• For the signal, timing details would need to be determined as part of concept development.

Protected left-turn phases should likely be provided on the eastbound phase to accommodate the high volume of left turns. Protected left-turn phases would improve safety on all approaches and reduce the risk of turning movement crashes. • The reduced footprint all-way stop would promote low vehicle speeds by bringing all drivers to a stop.

Evaluation: The roundabout and all-way stop alternatives provide a benefit relative to the signal through reduced speeds, but the roundabout eliminates the most severe conflict types and reinforces slow speeds through geometric design elements.

Pedestrians
All concepts would reduce crossing distances relative to the existing conditions, thereby reducing exposure.
• The roundabout alternative would include two-stage crossings with median refuges. The roundabout would also remove left-turns across the intersection and concurrent conflicts with other motor vehicles. For example, drivers assess when it is their turn to proceed while they yield to pedestrians at all-way stop intersections. The roundabout design offsets these decision and conflict points by pulling the crossings back from the corner to sequence the driver decision points.
• The signal alternative could include median refuges for two-stage crossings on all approaches except for the northbound approach (south leg). For the signal, protected left- turn phases would improve safety for people walking by separating pedestrian crossing phases in time from vehicle left-turn phases. The signal could also include leading pedestrian intervals, which provide pedestrians with a 3- to 7-second head start to pedestrians before drivers are allowed to proceed.
• The all-way stop control alternative could include medians wide enough to accommodate median refuges on all approaches.

The roundabout and all-way stop alternatives would slow vehicle speeds and provide two-stage pedestrian crossings, conferring an advantage relative to the signal alternative. Depending on signal timing, the signal may also include concurrent pedestrian-vehicle conflicts (left and right turns) that are controlled in the other alternatives. Motor vehicle yields are required at all crossings for both roundabout and all-way stop alternatives.

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Evaluation: The roundabout provides improved pedestrian safety to the alternatives. Both the roundabout and all-way stop control promote slower speeds compared to a signal, but the roundabout would include two-stage crossings, design elements that reinforce slow speeds, and reduced conflict complexity (removing left turns).

Bicyclists
All concepts provide dedicated bicycle lanes on intersection entry and departure , which is consistent with the Draft Active Transportation Plan and could provide physical separation from motor vehicle traffic. Roundabouts would provide reduced vehicle speeds and would benefit people biking by reducing the relative speed difference between vehicles and bicycles. All vehicle-bicycle conflicts at the roundabout or reduced footprint all-way stop control intersection would be less severe than bicycle-related collisions at higher speeds.

Evaluation: All concepts allow for bicycle lanes on intersection entry and departure. The roundabout would reduce the speed at vehicle-bicycle conflict points relative to other alternatives.

Overall
At this level of concept design, the roundabout presents clear safety advantages. Further design details could bring alternatives closer in performance. The roundabout and all-way stop alternatives provide safety benefits described in the sections above, notably reduced motor vehicle speeds relative to the signal alternative. The roundabout provides self-reinforcing design elements to reduce speed: the use of horizontal deflection to travel through the intersection. It also simplifies pedestrian crossings and provides bicycle travel options on par with any alternatives, with elements that reduce vehicle speeds and simplify conflicts.

Evaluation: As proposed, the roundabout is the top-ranked alternative for safety criteria. Table 6 provides a ranking among alternatives based on the qualitative safety evaluation presented above.

Table 6: Concept Ranking based on Qualitative Safety Evaluation (1=best) Roundabout Signal Reduced Footprint
All-way Stop
Motor Vehicles 1 3 2
Pedestrians 1 3 2
Bicyclists 1 3 2
Note: Green shaded cells indicate highest-ranked alternatives.

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Mobility
Motor Vehicle Operations
This section compares the intersection alternatives using the Highway Capacity Manual methods to evaluate motor vehicle delay and queue lengths for each alternative. The results are presented in Table 7 (refer to Appendix B for analysis worksheets). As previously noted, the analysis traffic volumes used were collected in 2015 and present a pre-pandemic / “return to normal” condition. No future year turning movement volumes were developed for this analysis, which simply provides a comparative performance.

Table 7: Operations Analysis, Proposed Concepts, Mecartney/Island Alternative Peak
Hour
Level of
Service
Average
Delay (s/veh)
Volume-to-
Capacity Ratio
95th Percentile
Queue (ft)1
Existing All-way
Stop
AM D 35.0 1.042 370 (EBL)
PM C 23.2 0.922 260 (EBL)
Roundabout
AM A 9.7 0.62 106 (EBL)
PM B 10.8 0.73 125 (SB)
Signal1
AM D 42.7 0.66 664 (EBL)
PM D 41.4 0.76 560 (EBL)
Reduced Footprint
All-way Stop
AM E 42.0 1.082 402 (EBL)
PM E 36.3 0.972 297 (EBL)
1: The longest queue in all analyzed scenarios was the eastbound left (EBL) movement. 2: The HCM methodology provides volume-to-capacity (V/C) ratios on a per-approach basis for roundabouts rather than for the intersection overall. This value represents the eastbound approach, which has the highest V/C ratio. 3: The southbound approach has the highest V/C ratio in this scenario.

The analysis results indicate:
• The proposed roundabout would reduce average vehicle delay and reduce average queue lengths compared to existing conditions.
• The signal concept performs similarly to the all-way stop alternative, with a slightly higher average delay. The signal’s poor relative performance is a result of serving the relatively high proportion of eastbound left turns, which requires holding other movements and increasing the average delay for all movements.
• The proposed all-way stop would increase vehicle delay compared to existing conditions because of the reduced number of lanes on some approaches. Through and turning November 9, 2021 Page 20
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Kittelson & Associates, Inc.
movements on the same approach can proceed at the same time under existing conditions but would queue behind one another with the reduced footprint.

Evaluation: Overall, the roundabout provides the best vehicle mobility in the weekday peak hours. The roundabout alternative demonstrates resilience to any future traffic volume increases as well, given that it is well below capacity.

Pedestrian Comfort and Quality of Service
Pedestrian quality of service describes the experience of walking through the intersection , including presence and quality of sidewalks and crossings and any travel delay from traffic control devices or waiting for drivers to yield. All concepts as currently proposed would shorten pedestrian crossings compared to existing conditions. A qualitative evaluation of concepts is described below.
• The roundabout provides separate crossings for each direction of traffic, with a median refuge for waiting between crossings.
• The roundabout crossings would be offset from the intersection corners by at least 20 feet, which would require minor diversion for people walking straight through the intersection. • The intersection includes a crossing guard during school commute hours. All the proposed concepts would reduce the footprint and corner-to-corner distance of the intersection, allowing the crossing guard to assist crossings more effectively on any intersection leg in either direction, which would represent a benefit compared to existing conditions. • Compared to the signal, people walking would be able to cross at the intersection more quickly on average with the roundabout or all-way stop concept because all vehicles are required to yield the right-of-way. With the signal concept, pedestrians attempting to cross would need to wait for the dedicated signal phase that allows them to cross , which could be up to two minutes depending on the signal timing.

Evaluation: All proposed concepts would reduce crossing distances and improve pedestrian comfort compared to existing conditions. Overall, the roundabout provides the highest quality of service for pedestrians traveling through the intersection.

November 9, 2021 Page 21
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Kittelson & Associates, Inc.

Bicyclist Comfort and Quality of Service
All concepts would provide physically separated bike lanes on all approaches where feasible.

The roundabout could provide a bicycle ramp to a separated path, allowing bicyclist travel through the intersection or in an adjacent path with crossings. All concepts could adequately connect bicyclists to and from the Class I multi-use path on the west side of Island Drive and on the north side of Mecartney Road.
• For confident bicyclists operating like drivers through the roundabout (i.e., taking the lane), the roundabout provides superior mobility and quality of service and moves the m through the intersection with less delay than the alternatives. The option to ramp to a separated path reduces the complexity of making left turns or confronting “right-hook” conflicts with motor vehicles.
• The signal and reduced-footprint all-way stop alternatives would include further refined treatments to mitigate any conflicts with turning vehicles. They would otherwise provide similar levels of mobility for bicyclists as for drivers. • The signal could include two-stage left turn queue boxes, which would allow bicyclists to make left turns in two sequential signal phases but would increase their delay.

Evaluation: The roundabout would provide the best mobility for confident bicyclists traveling through the intersection and could accommodate movements on a separated path with crossings without additional signal delay. All alternatives could provide separated bicycle lanes on approach and departure.

Trucks / Design Vehicle Considerations
All the concepts presented could serve the design vehicle. The roundabout design would adap t depending on the truck size and turning movements through the intersection but still could be expected to serve traffic demand and meet performance checks for a roundabout. Existing turning movement counts show truck percentages between 1% and 3% on each intersection approach in the AM peak hour and between 0% and 3% in the PM peak hour.

Evaluation: All concepts would be able to serve design vehicles.

Transit Access and Mobility
The Mecartney/Island intersection includes AC Transit bus stops along Mecartney Road on the northeast and southeast corners of the intersection.

These bus stops include the following routes:
• 21: This is a route that provides service to Bay Farm Island, the Oakland International Airport, and City of Oakland. It operates with approximately 30-minute headways throughout the day.

November 9, 2021 Page 22
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Kittelson & Associates, Inc.
• 631: This is a school route that operates two buses on weekday mornings (between 7:00 and 8:00 a.m.) and two buses in the afternoons (between 3:30 and 4:30 p.m.). • 687: This is a school route that operates one bus on weekday mornings (between 8:00 and 8:30 a.m.) and one bus on weekday afternoons (between 3:00 and 4:00 p.m.). • OX: This is a Transbay line that runs two buses on weekday mornings (between 7:30 and 9:00 a.m.) and six buses on weekday evenings (between 5:30 and 7:00 p.m.) .

Line 21 operates through the intersection throughout the day, and the other lines pass through the intersection during off-peak times.

Access to the transit stops is provided on the east side of the intersection —within 100 feet of the east leg crosswalk. All the proposed concepts could be designed to provide a similar level of access to the intersection.

Transit vehicles would travel through the intersection in general purpose lanes in all concepts.

Therefore, as demonstrated in the Mobility discussion, the roundabout provides better mobility for transit vehicles and riders compared to reduced footprint all-way stop and the signal alternative. The roundabout would have the lowest delay, which would improve bus operations during peak hours.

Evaluation: All options retain existing transit access. The roundabout provides the best transit mobility.

November 9, 2021 Page 23
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Overall Evaluation
The evaluation categories and alternative rankings are presented in Table 8.

Table 8: Evaluation Criteria
Evaluation Criteria Roundabout Signal Reduced Footprint All-way Stop
Safety (Motor Vehicles)
Safety (Pedestrians)
Safety (Bicyclists)
Motor Vehicle Operations
Pedestrian Comfort and
Quality of Service

Bicyclist Comfort and
Quality of Service

Truck/Design Vehicle
Considerations

Transit Access
Transit Mobility
Note: Green shaded cells indicate highest-ranked alternatives. Cells are not shaded when no alternative is ranked above the others.

The roundabout provides an advantage compared to evaluated alternatives in all criteria except for two (for which all concepts are comparable). Based on this comparison among evaluation criteria, Kittelson recommends proceeding with the roundabout and all-way stop alternatives for further evaluation and removing the signal alternative from further consideration.

Community engagement and input is critical to help advance the alternatives and select a preferred alternatives.

Next Steps
Kittelson and the City will confirm the approach and schedule for community engagement to solicit input on concept alternatives. The City will consider community input before determining a preferred alternative.

November 9, 2021 Page 24
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Turning Movement Counts
PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE: DAY: TUESDAY N-S APPROACH: ISLAND DRIVE SURVEY TIME: TO
E-W APPROACH: MECARTNET ROAD JURISDICTION: ALAMEDA FILE: 3501001-12R (AM)

PEAK HOUR ARRIVAL / DEPARTURE VOLUMES
7:30 AM to 8:30 AM NORTH
232 78 41 2
PHF = 0.65
353 637
0 78 PHF =

0.68 380 52
307 131
152 1
542 208
10 0
PHF =
MECARTNET ROAD 0.71
89 215
0 23 177 15
ISLAND DRIVE PHF = 0.78

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND TOTAL From To U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT 7:00 AM to 7:15 AM 6 33 4 0 6 18 25 0 57 18 1 1 7 10 186 7:15 AM to 7:30 AM 21 72 8 0 13 21 64 0 157 48 5 4 23 29 465 7:30 AM to 7:45 AM 23 130 8 0 23 28 93 0 257 135 9 4 32 68 810 7:45 AM to 8:00 AM 26 165 15 0 31 46 131 0 348 162 10 5 43 85 1067 8:00 AM to 8:15 AM 38 216 21 0 39 75 201 0 440 186 11 5 59 100 1391 8:15 AM to 8:30 AM 44 249 23 2 54 99 296 0 537 200 15 5 75 107 1706 8:30 AM to 8:45 AM 52 280 28 2 67 116 376 0 621 217 18 5 86 115 1983 8:45 AM to 9:00 AM 57 304 34 3 77 128 436 1 706 236 21 6 105 119 2233 7:00 AM to 7:15 AM 0 6 33 4 0 6 18 25 0 57 18 1 0 1 7 10 186 7:15 AM to 7:30 AM 0 15 39 4 0 7 3 39 0 100 30 4 0 3 16 19 279 7:30 AM to 7:45 AM 0 2 58 0 0 10 7 29 0 100 87 4 0 0 9 39 345 7:45 AM to 8:00 AM 0 3 35 7 0 8 18 38 0 91 27 1 0 1 11 17 257 8:00 AM to 8:15 AM 0 12 51 6 0 8 29 70 0 92 24 1 0 0 16 15 324 8:15 AM to 8:30 AM 0 6 33 2 2 15 24 95 0 97 14 4 0 0 16 7 315 8:30 AM to 8:45 AM 0 8 31 5 0 13 17 80 0 84 17 3 0 0 11 8 277 8:45 AM to 9:00 AM 0 5 24 6 1 10 12 60 1 85 19 3 0 1 19 4 250 7:00 AM to 8:00 AM 0 26 165 15 0 31 46 131 0 348 162 10 0 5 43 85 1067 7:15 AM to 8:15 AM 0 32 183 17 0 33 57 176 0 383 168 10 0 4 52 90 1205 7:30 AM to 8:30 AM 0 23 177 15 2 41 78 232 0 380 152 10 0 1 52 78 1241 7:45 AM to 8:45 AM 0 29 150 20 2 44 88 283 0 364 82 9 0 1 54 47 1173 8:00 AM to 9:00 AM 0 31 139 19 3 46 82 305 1 358 74 11 0 1 62 34 1166 7:30 AM to 8:30 AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND TOTAL

NBU NBL NBT NBR SBU SBL SBT SBR EBU EBL EBT EBR WBU WBL WBT WBR 0 23 177 15 2 41 78 232 0 380 152 10 0 1 52 78 1241

0.00 0.48 0.76 0.54 0.25 0.68 0.67 0.61 0.00 0.95 0.44 0.63 0.00 0.25 0.81 0.50 OVERALL

0.90 OVERALL
23 1.9%
63 9
B . A . Y . M . E . T . R . I . C . S .

I N T E R S E C T I O N T U R N I N G M O V E M E N T S U M M A R Y 1241

S U R V E Y D A T A

T O T A L B Y P E R I O D

H O U R L Y T O T A L S
1/13/2015
7:00 AM
TEL: (510) 232 - 1271 FAX: (510) 232 - 1272 9:00 AM

TIME PERIOD

P E A K H O U R S U M M A R Y
VOLUME

PEDESTRIAN

BICYCLE

PHF BY MOVEMENT
PHF BY APPROACH 0.78 0.65 0.680.71
10 1.8%
OUT

TRUCK VOLUMES

TRUCK PERCENTAGE
IN
3 1.4%

TRUCK OUT
7 1.1%
IN
8 2.3%
OUT
2 2.2%
IN OUT
9 2.9%
5 2.4%
IN
2 1.5%
37 1
6 2 18
3 2 3
PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE: DAY: TUESDAY N-S APPROACH: ISLAND DRIVE SURVEY TIME: TO
E-W APPROACH: MECARTNET ROAD JURISDICTION: ALAMEDA FILE: 3501001-12R (AM)

PEAK HOUR
7:30 AM to 8:30 AM NORTH
6 2 0 0

2.3% 1.1%
8 7
0 0
5 2 2.9% 1.5%
9 2
5 0
10 5
0 0 1.8% 2.4%

MECARTNET ROAD
2 3
0 1 2 0 2.2% 1.4%

ISLAND DRIVE

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND TOTAL From To U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT 7:00 AM to 7:15 AM 0 0 0 0 0 0 0 1 0 0 1 1 3
7:15 AM to 7:30 AM 0 0 0 0 0 1 2 5 1 0 2 1 12
7:30 AM to 7:45 AM 0 0 0 0 2 1 3 8 1 0 3 1 19
7:45 AM to 8:00 AM 1 2 0 0 2 1 3 9 1 0 3 1 23
8:00 AM to 8:15 AM 1 2 0 0 2 3 4 10 1 0 4 1 28
8:15 AM to 8:30 AM 1 2 0 0 2 7 7 10 1 0 4 1 35
8:30 AM to 8:45 AM 1 2 0 0 2 12 10 11 1 0 5 1 45
8:45 AM to 9:00 AM 1 2 0 0 3 12 10 12 1 0 5 1 47
7:00 AM to 7:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 3
7:15 AM to 7:30 AM 0 0 0 0 0 0 0 1 0 2 4 1 0 0 1 0 9
7:30 AM to 7:45 AM 0 0 0 0 0 0 2 0 0 1 3 0 0 0 1 0 7
7:45 AM to 8:00 AM 0 1 2 0 0 0 0 0 0 0 1 0 0 0 0 0 4
8:00 AM to 8:15 AM 0 0 0 0 0 0 0 2 0 1 1 0 0 0 1 0 5
8:15 AM to 8:30 AM 0 0 0 0 0 0 0 4 0 3 0 0 0 0 0 0 7
8:30 AM to 8:45 AM 0 0 0 0 0 0 0 5 0 3 1 0 0 0 1 0 10
8:45 AM to 9:00 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 2
7:00 AM to 8:00 AM 0 1 2 0 0 0 2 1 0 3 9 1 0 0 3 1 23
7:15 AM to 8:15 AM 0 1 2 0 0 0 2 3 0 4 9 1 0 0 3 0 25
7:30 AM to 8:30 AM 0 1 2 0 0 0 2 6 0 5 5 0 0 0 2 0 23
7:45 AM to 8:45 AM 0 1 2 0 0 0 0 11 0 7 3 0 0 0 2 0 26
8:00 AM to 9:00 AM 0 0 0 0 0 0 1 11 0 7 3 0 0 0 2 0 24
7:30 AM to 8:30 AM

IN OUT IN OUT IN OUT IN OUT
3 7 8 2 10 5 2 9

1.4% 1.1% 2.3% 2.2% 1.8% 2.4% 1.5% 2.9%
B . A . Y . M . E . T . R . I . C . S .

I N T E R S E C T I O N T R U C K T U R N I N G M O V E M E N T S U M M A R Y 1/13/2015
7:00 AM 9:00 AM

INTERSECTION
23 1.9%

TRUCK VOLUMES

TRUCK PERCENTAGE

TRUCK ARRIVAL / DEPARTURE

VOLUMES & PERCENTAGE
(TOTAL TRUCK PERCENTAGE IN RED)

1.9%

NB SB EB WB OVERALL
TEL: (510) 232 - 1271 FAX: (510) 232 - 1272 23 TIME PERIOD

S U R V E Y D A T A

T O T A L B Y P E R I O D

H O U R L Y T O T A L S

DIRECTION
PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE: DAY: TUESDAY N-S APPROACH: ISLAND DRIVE SURVEY TIME: TO
E-W APPROACH:MECARTNET ROAD JURISDICTION: ALAMEDA FILE: 3501001-12R (AM)

PEAK HOUR ARRIVAL / DEPARTURE VOLUMES
7:30 AM TO 8:30 AM NORTH

N-LEG TOTAL
3 0 0 5

NORTH - LEG
3 2

WEST - LEG EAST - LEG E-LEG TOTAL
1 0 4
1 9 3 6 3
0 0 2 1

W-LEG TOTAL
MECARTNET ROAD 8

SOUTH - LEG
0 1 0 0 1

S-LEG TOTAL
ISLAND DRIVE 1

NB (SOUTH - LEG) SB (NORTH - LEG) EB (WEST - LEG) WB (EAST - LEG) TOTAL From To LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT 7:00 AM to 7:15 AM 0 1 0 0 0 0 1 1 0 0 0 0 3
7:15 AM to 7:30 AM 0 1 0 0 0 0 1 2 0 0 1 0 5
7:30 AM to 7:45 AM 0 1 0 0 0 1 2 2 0 0 1 0 7
7:45 AM to 8:00 AM 0 1 0 0 0 2 2 2 0 0 2 0 9
8:00 AM to 8:15 AM 0 1 0 0 0 2 2 3 0 0 4 0 12
8:15 AM to 8:30 AM 0 2 0 0 0 3 2 3 0 0 4 0 14
8:30 AM to 8:45 AM 0 3 0 0 0 3 2 3 0 0 4 0 15
8:45 AM to 9:00 AM 0 4 0 0 0 3 2 3 0 0 4 0 16
7:00 AM to 7:15 AM 0 1 0 0 0 0 1 1 0 0 0 0 3
7:15 AM to 7:30 AM 0 0 0 0 0 0 0 1 0 0 1 0 2
7:30 AM to 7:45 AM 0 0 0 0 0 1 1 0 0 0 0 0 2
7:45 AM to 8:00 AM 0 0 0 0 0 1 0 0 0 0 1 0 2
8:00 AM to 8:15 AM 0 0 0 0 0 0 0 1 0 0 2 0 3
8:15 AM to 8:30 AM 0 1 0 0 0 1 0 0 0 0 0 0 2
8:30 AM to 8:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 1
8:45 AM to 9:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 1
7:00 AM to 8:00 AM 0 1 0 0 0 2 2 2 0 0 2 0 9
7:15 AM to 8:15 AM 0 0 0 0 0 2 1 2 0 0 4 0 9
7:30 AM to 8:30 AM 0 1 0 0 0 3 1 1 0 0 3 0 9
7:45 AM to 8:45 AM 0 2 0 0 0 2 0 1 0 0 3 0 8
8:00 AM to 9:00 AM 0 3 0 0 0 1 0 1 0 0 2 0 7
7:30 AM to 8:30 AM

VOLUME BY APPROACH NBT SBT EBT WBT TOTAL
1 3 2 3 9BICYCLE

TIME PERIOD

S U R V E Y D A T A

T O T A L B Y P E R I O D

H O U R L Y T O T A L S
TEL: (510) 232 - 1271 FAX: (510) 232 - 1272 B . A . Y . M . E . T . R . I . C . S .

B I C Y C L E M O V E M E N T S U M M A R Y
1/13/2015
7:00 AM 9:00 AM
B . A . Y . M . E . T . R . I . C . S .

P E D E S T R I A N M O V E M E N T S U M M A R Y

PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE:

N-S APPROACH: ISLAND DRIVE DAY: TUESDAY
E-W APPROACH: MECARTNET ROAD JURISDICTION: ALAMEDA
SURVEY PERIOD: 7:00 AM TO 9:00 AM FILE: 3501001-12R (AM)

PEAK HOUR PEAK HOUR
07:30 AM TO 08:30 AM TOTAL PEDESTRIAN VOLUMES 63 N-LEG
B 0 A&B
A 1 W-LEG 1
6 36 G&H 42
H C

G D
MECARTNET ROAD 0 1 1 C&D
18 E 19 E-LEG
1 F E&F
S-LEG
LEGEND: ISLAND DRIVE
CROSSWALK NB(D+G) 37
SIDEWALK SB(C+H) 6
EB(A+F) 2
WB(B+E) 18

TIME PERIOD NORTH X-WALK EAST X-WALK SOUTH X-WALK WEST X-WALK From To A B C D E F G H TOTAL

S U R V E Y D A T A
07:00 AM --- 07:15 AM 0 0 1 1 0 0 1 0 3
07:15 AM --- 07:30 AM 0 0 1 1 2 2 7 0 13
07:30 AM --- 07:45 AM 0 0 1 2 5 2 16 2 28
07:45 AM --- 08:00 AM 0 0 1 2 14 2 32 2 53
08:00 AM --- 08:15 AM 0 0 1 2 20 2 43 3 71
08:15 AM --- 08:30 AM 1 0 1 2 20 3 43 6 76
08:30 AM --- 08:45 AM 1 0 1 5 21 5 45 8 86
08:45 AM --- 09:00 AM 2 0 2 6 21 5 45 8 89

T O T A L B Y P E R I O D
07:00 AM --- 07:15 AM 0 0 1 1 0 0 1 0 3
07:15 AM --- 07:30 AM 0 0 0 0 2 2 6 0 10
07:30 AM --- 07:45 AM 0 0 0 1 3 0 9 2 15
07:45 AM --- 08:00 AM 0 0 0 0 9 0 16 0 25
08:00 AM --- 08:15 AM 0 0 0 0 6 0 11 1 18
08:15 AM --- 08:30 AM 1 0 0 0 0 1 0 3 5
08:30 AM --- 08:45 AM 0 0 0 3 1 2 2 2 10
08:45 AM --- 09:00 AM 1 0 1 1 0 0 0 0 3

H O U R L Y T O T A L S
07:00 AM --- 08:00 AM 0 0 1 2 14 2 32 2 53
07:15 AM --- 08:15 AM 0 0 0 1 20 2 42 3 68
07:30 AM --- 08:30 AM 1 0 0 1 18 1 36 6 63
07:45 AM --- 08:45 AM 1 0 0 3 16 3 29 6 58
08:00 AM --- 09:00 AM 2 0 1 4 7 3 13 6 36
Tel : (510) 232-1271 Fax: (510) 232-1272 7:30 AM to 8:30 AM NB SB EB WB TOTAL
VOLUME BY LEG (D+G) (C+H) (A+F) (B+E)
37 6 2 18 63PEDESTRIAN
1/13/2015
PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE: DAY: TUESDAY N-S APPROACH: ISLAND DRIVE SURVEY TIME: TO
E-W APPROACH: MECARTNET ROAD JURISDICTION: ALAMEDA FILE: 3501001-12R (PM)

PEAK HOUR ARRIVAL / DEPARTURE VOLUMES
5:00 PM to 6:00 PM NORTH
378 147 86 10
PHF = 0.88
621 516
0 41 PHF =

0.85 365 118
518 177
77 18
472 172
30 0
PHF =
MECARTNET ROAD 0.89
195 131
0 22 100 9
ISLAND DRIVE PHF = 0.86

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND TOTAL From To U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT 4:00 PM to 4:15 PM 3 13 3 0 16 22 58 53 10 2 2 19 6 207 4:15 PM to 4:30 PM 5 40 4 6 32 49 134 106 17 5 3 41 14 456 4:30 PM to 4:45 PM 12 55 6 9 55 81 199 159 28 7 7 55 24 697 4:45 PM to 5:00 PM 16 71 8 12 73 115 287 225 41 12 9 77 32 978 5:00 PM to 5:15 PM 23 91 12 14 93 151 385 319 59 20 14 105 43 1329 5:15 PM to 5:30 PM 27 114 14 16 113 194 489 414 85 32 18 134 55 1705 5:30 PM to 5:45 PM 32 146 15 19 135 223 555 507 99 38 23 168 68 2028 5:45 PM to 6:00 PM 38 171 17 22 159 262 665 590 118 42 27 195 73 2379 4:00 PM to 4:15 PM 0 3 13 3 0 16 22 58 0 53 10 2 0 2 19 6 207 4:15 PM to 4:30 PM 0 2 27 1 6 16 27 76 0 53 7 3 0 1 22 8 249 4:30 PM to 4:45 PM 0 7 15 2 3 23 32 65 0 53 11 2 0 4 14 10 241 4:45 PM to 5:00 PM 0 4 16 2 3 18 34 88 0 66 13 5 0 2 22 8 281 5:00 PM to 5:15 PM 0 7 20 4 2 20 36 98 0 94 18 8 0 5 28 11 351 5:15 PM to 5:30 PM 0 4 23 2 2 20 43 104 0 95 26 12 0 4 29 12 376 5:30 PM to 5:45 PM 0 5 32 1 3 22 29 66 0 93 14 6 0 5 34 13 323 5:45 PM to 6:00 PM 0 6 25 2 3 24 39 110 0 83 19 4 0 4 27 5 351 4:00 PM to 5:00 PM 0 16 71 8 12 73 115 287 0 225 41 12 0 9 77 32 978 4:15 PM to 5:15 PM 0 20 78 9 14 77 129 327 0 266 49 18 0 12 86 37 1122 4:30 PM to 5:30 PM 0 22 74 10 10 81 145 355 0 308 68 27 0 15 93 41 1249 4:45 PM to 5:45 PM 0 20 91 9 10 80 142 356 0 348 71 31 0 16 113 44 1331 5:00 PM to 6:00 PM 0 22 100 9 10 86 147 378 0 365 77 30 0 18 118 41 1401 5:00 PM to 6:00 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND TOTAL

NBU NBL NBT NBR SBU SBL SBT SBR EBU EBL EBT EBR WBU WBL WBT WBR 0 22 100 9 10 86 147 378 0 365 77 30 0 18 118 41 1401

0.00 0.79 0.78 0.56 0.83 0.90 0.85 0.86 0.00 0.96 0.74 0.63 0.00 0.90 0.87 0.79 OVERALL

0.93 OVERALL
11 0.8%
44 11
B . A . Y . M . E . T . R . I . C . S .

I N T E R S E C T I O N T U R N I N G M O V E M E N T S U M M A R Y 1/13/2015
4:00 PM 6:00 PM
1401

TIME PERIOD

S U R V E Y D A T A

T O T A L B Y P E R I O D

H O U R L Y T O T A L S

P E A K H O U R S U M M A R Y
VOLUME

PHF BY MOVEMENT

TRUCK IN OUT IN OUT IN OUT IN
PHF BY APPROACH 0.86 0.88 0.89 0.85
OUT
TRUCK VOLUMES 1 0 2 1 5 5 3 5

0.5% 1.1% 2.9% 1.7%
TEL: (510) 232 - 1271 FAX: (510) 232 - 1272

1.0%
PEDESTRIAN 15 13 7 9
BICYCLE 0 3 7 1
TRUCK PERCENTAGE 0.8% 0.0% 0.3%
PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE: DAY: TUESDAY N-S APPROACH: ISLAND DRIVE SURVEY TIME: TO
E-W APPROACH: MECARTNET ROAD JURISDICTION: ALAMEDA FILE: 3501001-12R (PM)

PEAK HOUR
5:00 PM to 6:00 PM NORTH
1 1 0 0

0.3% 0.0%
2 0
0 0
0 3 1.0% 1.7%
5 3
5 0
5 5
0 0 1.1% 2.9%

MECARTNET ROAD
1 1
0 1 0 0 0.5% 0.8%

ISLAND DRIVE

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND TOTAL From To U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT U-TURN LEFT THRU RIGHT 4:00 PM to 4:15 PM 0 0 0 0 0 0 0 1 0 0 1 0 2
4:15 PM to 4:30 PM 0 0 0 1 0 1 1 1 0 0 1 0 5
4:30 PM to 4:45 PM 0 1 0 1 0 2 1 2 0 0 2 0 9
4:45 PM to 5:00 PM 0 1 0 1 0 2 2 3 0 0 2 0 11
5:00 PM to 5:15 PM 1 1 0 1 0 3 2 4 0 0 3 0 15
5:15 PM to 5:30 PM 1 1 0 1 0 3 2 6 0 0 4 0 18
5:30 PM to 5:45 PM 1 1 0 1 0 3 2 7 0 0 5 0 20
5:45 PM to 6:00 PM 1 1 0 1 1 3 2 8 0 0 5 0 22
4:00 PM to 4:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2
4:15 PM to 4:30 PM 0 0 0 0 0 1 0 1 0 1 0 0 0 0 0 0 3
4:30 PM to 4:45 PM 0 0 1 0 0 0 0 1 0 0 1 0 0 0 1 0 4
4:45 PM to 5:00 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2
5:00 PM to 5:15 PM 0 1 0 0 0 0 0 1 0 0 1 0 0 0 1 0 4
5:15 PM to 5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3
5:30 PM to 5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2
5:45 PM to 6:00 PM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 2
4:00 PM to 5:00 PM 0 0 1 0 0 1 0 2 0 2 3 0 0 0 2 0 11
4:15 PM to 5:15 PM 0 1 1 0 0 1 0 3 0 2 3 0 0 0 2 0 13
4:30 PM to 5:30 PM 0 1 1 0 0 0 0 2 0 1 5 0 0 0 3 0 13
4:45 PM to 5:45 PM 0 1 0 0 0 0 0 1 0 1 5 0 0 0 3 0 11
5:00 PM to 6:00 PM 0 1 0 0 0 0 1 1 0 0 5 0 0 0 3 0 11
5:00 PM to 6:00 PM

IN OUT IN OUT IN OUT IN OUT
1 0 2 1 5 5 3 5

0.8% 0.0% 0.3% 0.5% 1.1% 2.9% 1.7% 1.0%
B . A . Y . M . E . T . R . I . C . S .

I N T E R S E C T I O N T R U C K T U R N I N G M O V E M E N T S U M M A R Y 1/13/2015
4:00 PM 6:00 PM

TRUCK ARRIVAL / DEPARTURE

VOLUMES & PERCENTAGE
(TOTAL TRUCK PERCENTAGE IN RED)

0.8%
11 TIME PERIOD

S U R V E Y D A T A

T O T A L B Y P E R I O D

H O U R L Y T O T A L S
TEL: (510) 232 - 1271 FAX: (510) 232 - 1272

DIRECTION NB SB EB WB OVERALL

INTERSECTION
TRUCK VOLUMES 11

0.8%TRUCK PERCENTAGE
PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE: DAY: TUESDAY N-S APPROACH: ISLAND DRIVE SURVEY TIME: TO
E-W APPROACH:MECARTNET ROAD JURISDICTION: ALAMEDA FILE: 3501001-12R (PM)

PEAK HOUR ARRIVAL / DEPARTURE VOLUMES
5:00 PM TO 6:00 PM NORTH

N-LEG TOTAL
0 3 0 5

NORTH - LEG
3 2

WEST - LEG EAST - LEG E-LEG TOTAL
2 0 5
4 11 1 1 1
1 0 7 4

W-LEG TOTAL
MECARTNET ROAD 8

SOUTH - LEG
0 0 0 4 0

S-LEG TOTAL
ISLAND DRIVE 4

NB (SOUTH - LEG) SB (NORTH - LEG) EB (WEST - LEG) WB (EAST - LEG) TOTAL From To LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT 4:00 PM to 4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1
4:15 PM to 4:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 1
4:30 PM to 4:45 PM 0 0 0 0 0 0 1 1 0 0 0 0 2
4:45 PM to 5:00 PM 0 0 0 0 1 0 1 1 0 0 1 0 4
5:00 PM to 5:15 PM 0 0 0 0 2 0 1 3 0 0 1 0 7
5:15 PM to 5:30 PM 0 0 0 0 2 0 3 4 0 0 1 0 10
5:30 PM to 5:45 PM 0 0 0 0 4 0 3 4 0 0 2 0 13
5:45 PM to 6:00 PM 0 0 0 0 4 0 3 5 1 0 2 0 15
4:00 PM to 4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1
4:15 PM to 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM to 4:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
4:45 PM to 5:00 PM 0 0 0 0 1 0 0 0 0 0 1 0 2
5:00 PM to 5:15 PM 0 0 0 0 1 0 0 2 0 0 0 0 3
5:15 PM to 5:30 PM 0 0 0 0 0 0 2 1 0 0 0 0 3
5:30 PM to 5:45 PM 0 0 0 0 2 0 0 0 0 0 1 0 3
5:45 PM to 6:00 PM 0 0 0 0 0 0 0 1 1 0 0 0 2
4:00 PM to 5:00 PM 0 0 0 0 1 0 1 1 0 0 1 0 4
4:15 PM to 5:15 PM 0 0 0 0 2 0 1 2 0 0 1 0 6
4:30 PM to 5:30 PM 0 0 0 0 2 0 3 3 0 0 1 0 9
4:45 PM to 5:45 PM 0 0 0 0 4 0 2 3 0 0 2 0 11
5:00 PM to 6:00 PM 0 0 0 0 3 0 2 4 1 0 1 0 11
5:00 PM to 6:00 PM

VOLUME BY APPROACH NBT SBT EBT WBT TOTAL
0 3 7 1 11
B . A . Y . M . E . T . R . I . C . S .

B I C Y C L E M O V E M E N T S U M M A R Y
1/13/2015
4:00 PM 6:00 PM

TIME PERIOD

S U R V E Y D A T A

T O T A L B Y P E R I O D

H O U R L Y T O T A L S
TEL: (510) 232 - 1271 FAX: (510) 232 - 1272

BICYCLE
B . A . Y . M . E . T . R . I . C . S .

P E D E S T R I A N M O V E M E N T S U M M A R Y

PROJECT: ALAMEDA ON-CALL SERVICE - 1 SURVEY DATE:

N-S APPROACH: ISLAND DRIVE DAY: TUESDAY
E-W APPROACH: MECARTNET ROAD JURISDICTION: ALAMEDA
SURVEY PERIOD: 4:00 PM TO 6:00 PM FILE: 3501001-12R (PM)

PEAK HOUR PEAK HOUR
05:00 PM TO 06:00 PM TOTAL PEDESTRIAN VOLUMES 44 N-LEG
B 2 A&B
A 3 W-LEG 5
12 14 G&H 26
H C

G D
MECARTNET ROAD 1 1 2 C&D
7 E 11 E-LEG
4 F E&F
S-LEG
LEGEND: ISLAND DRIVE
CROSSWALK NB(D+G) 15
SIDEWALK SB(C+H) 13
EB(A+F) 7
WB(B+E) 9

TIME PERIOD NORTH X-WALK EAST X-WALK SOUTH X-WALK WEST X-WALK From To A B C D E F G H TOTAL

S U R V E Y D A T A
04:00 PM --- 04:15 PM 1 1 0 0 1 0 1 0 4
04:15 PM --- 04:30 PM 1 4 0 1 1 1 4 6 18
04:30 PM --- 04:45 PM 4 6 0 1 4 1 4 6 26
04:45 PM --- 05:00 PM 4 11 0 2 8 5 5 12 47
05:00 PM --- 05:15 PM 4 11 0 2 8 6 7 15 53
05:15 PM --- 05:30 PM 5 11 0 3 12 8 12 15 66
05:30 PM --- 05:45 PM 6 11 0 3 15 8 18 20 81
05:45 PM --- 06:00 PM 7 13 1 3 15 9 19 24 91

T O T A L B Y P E R I O D
04:00 PM --- 04:15 PM 1 1 0 0 1 0 1 0 4
04:15 PM --- 04:30 PM 0 3 0 1 0 1 3 6 14
04:30 PM --- 04:45 PM 3 2 0 0 3 0 0 0 8
04:45 PM --- 05:00 PM 0 5 0 1 4 4 1 6 21
05:00 PM --- 05:15 PM 0 0 0 0 0 1 2 3 6
05:15 PM --- 05:30 PM 1 0 0 1 4 2 5 0 13
05:30 PM --- 05:45 PM 1 0 0 0 3 0 6 5 15
05:45 PM --- 06:00 PM 1 2 1 0 0 1 1 4 10

H O U R L Y T O T A L S
04:00 PM --- 05:00 PM 4 11 0 2 8 5 5 12 47
04:15 PM --- 05:15 PM 3 10 0 2 7 6 6 15 49
04:30 PM --- 05:30 PM 4 7 0 2 11 7 8 9 48
04:45 PM --- 05:45 PM 2 5 0 2 11 7 14 14 55
05:00 PM --- 06:00 PM 3 2 1 1 7 4 14 12 44
Tel : (510) 232-1271 Fax: (510) 232-1272 5:00 PM to 6:00 PM NB SB EB WB TOTAL
VOLUME BY LEG (D+G) (C+H) (A+F) (B+E)
15 13 7 9 44
1/13/2015

PEDESTRIAN
November 9, 2021 Page 25
Mecartney / Island Improvement Project Assessment
Kittelson & Associates, Inc.

Operations Analysis Worksheets
Intersection Analysis Summary
9/20/2021Report File: H:\...\Existing AM.pdf
Scenario 1 Existing AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

D35.01.042EB LeftHCM 6th
EditionAll-way stopIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with

1.042Volume to Capacity (v/c):

DLevel Of Service:

35.0Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

All-way stopControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft] 000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft] 000001101000No. of Lanes in Entry Pocket

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Other Adjustment Factor

0.7800.7800.7800.7800.7800.7800.7800.7800.7800.7800.7800.780Peak Hour Factor 785211015238023278431517723Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Base Volume Adjustment Factor 785211015238023278431517723Base Volume Input [veh/h]
Mecartney RoadMecartney RoadIsland DriveIsland DriveName Volumes
Version 2021 (SP 0-6)
Generated with
DIntersection LOS

34.99Intersection Delay [s/veh]
BFBCApproach LOS

12.5560.8612.4220.40Approach Delay [s/veh]

20.0713.911.8145.95370.1829.6129.6119.9710.5989.7895th-Percentile Queue Length [ft]

0.800.560.071.8414.811.181.180.800.423.5995th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results

0.210.160.020.391.040.290.290.210.120.58Degree of Utilization, x 468430550499487515515470441476Capacity per Entry Lane [veh/h] Lanes
Intersection Settings
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\Existing AM.pdf
Scenario 1 Existing AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1241
Total
Volume
78 Right
52 Thru
1 Left
Westbound
10 Right
152
Thru
380
Left
Eastbound
232
Right
78 Thru
43 Left
Southbound
15 Right
177
Thru
23 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\Existing PM.pdf
Scenario 2 Existing PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

C23.20.916EB LeftHCM 6th
EditionAll-way stopIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with

0.916Volume to Capacity (v/c):

CLevel Of Service:

23.2Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

All-way stopControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Other Adjustment Factor

0.8600.8600.8600.8600.8600.8600.8600.8600.8600.8600.8600.860Peak Hour Factor 4111818307736537814796910022Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Base Volume Adjustment Factor 4111818307736537814796910022Base Volume Input [veh/h]
Mecartney RoadMecartney RoadIsland DriveIsland DriveName Volumes
Version 2021 (SP 0-6)
Generated with
CIntersection LOS

23.25Intersection Delay [s/veh]
BEBBApproach LOS

13.1742.1513.5214.89Approach Delay [s/veh]

21.3422.755.1516.53260.3848.0248.0238.0623.3736.4295th-Percentile Queue Length [ft]

0.850.910.210.6610.421.921.921.520.931.4695th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results

0.220.240.060.180.920.400.400.340.240.34Degree of Utilization, x 458435543493463549549496464454Capacity per Entry Lane [veh/h] Lanes
Intersection Settings
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\Existing PM.pdf
Scenario 2 Existing PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1401
Total
Volume
41 Right
118
Thru
18 Left
Westbound
30 Right
77 Thru
365
Left
Eastbound
378
Right
147
Thru
96 Left
Southbound
9 Right
100
Thru
22 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\Signal AM.pdf
Scenario 3 Signal AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

D42.70.655WB LeftHCM 6th
EditionSignalizedIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with

0.655Volume to Capacity (v/c):

DLevel Of Service:

42.7Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

SignalizedControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk
NoNoNoNoCurb Present

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Mecartney RoadMecartney RoadIsland DriveIsland DriveName Intersection Setup
Version 2021 (SP 0-6)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing mi
0000v_co, Outbound Pedestrian Volume crossing
0000v_di, Inbound Pedestrian Volume crossing m
0000v_do, Outbound Pedestrian Volume crossing
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
10067113195487297100551922729Total Analysis Volume [veh/h] 251703491227425145577Total 15-Minute Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

0.78000.78000.78000.78000.78000.78000.78000.78000.78000.78000.78000.7800Peak Hour Factor 785211015238023278431517723Total Hourly Volume [veh/h]
000000000000Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 785211015238023278431517723Base Volume Input [veh/h]
Mecartney RoadMecartney RoadIsland DriveIsland DriveName Volumes
Version 2021 (SP 0-6)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase

1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor

0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]

0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoMaximum Recall
NoNoNoNoYesYesMinimum Recall

0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s]

0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk

0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s] 0340022003200330Pedestrian Clearance [s]
050050050050Walk [s]

0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 04390895504200420Split [s]

0.01.01.00.01.01.00.01.00.00.01.00.0All red [s]

0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s]
030300303003000300Maximum Green [s]
0105010501000100Minimum Green [s]
--Lead--Lead------Lead / Lag
Auxiliary Signal Groups
047083020060Signal Group
PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing

9.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference

0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
140Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
Version 2021 (SP 0-6)
Generated with
265.183.56210.53664.61343.5853.59208.1132.2895th-Percentile Queue Length [ft/ln]

10.610.148.4226.5813.742.148.321.2995th-Percentile Queue Length [veh/ln] 161.101.98120.51484.18221.5329.77118.7517.9350th-Percentile Queue Length [ft/ln]

6.440.084.8219.378.861.194.750.7250th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoNoNoCritical Lane Group
EFCECCBCLane Group LOS

72.09118.9428.5068.1023.8424.9719.9331.48d, Delay for Lane Group [s/veh]

0.870.320.280.950.470.100.260.07X, volume / capacity
Lane Group Results

1.001.001.001.001.001.001.001.00PF, progression factor

1.001.001.001.001.001.001.001.00Rp, platoon ratio

0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]

11.1349.190.2019.401.870.390.670.37d2, Incremental Delay [s]

1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor

0.110.110.110.280.500.500.500.50k, delay calibration

60.9669.7528.2948.7021.9724.5719.2631.11d1, Uniform Delay [s] 1933741514845530944390c, Capacity [veh/h]
1691178118501781165211341845987s, saturation flow rate [veh/h]

0.100.000.110.270.240.050.130.03(v / s)_i Volume / Saturation Flow Rate

0.110.000.400.290.510.510.510.51g / C, Green / Cycle
160564072727272g_i, Effective Green Time [s]

2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]

0.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s]

4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 140140140140140140140140C, Cycle Length [s]
CLCLCLCLLane Group
Lane Group Calculations
Version 2021 (SP 0-6)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh] 31.48 19.93 19.93 24.97 23.84 23.84 68.10 28.50 28.50 118.94 72.09 72.09 Movement LOS C B B C C C E C C F E E
d_A, Approach Delay [s/veh] 21.15 23.98 56.25 72.37
Approach LOS C C E E
d_I, Intersection Delay [s/veh] 42.71
Intersection LOS D
Intersection V/C 0.655
Other Modes
g_Walk,mi, Effective Walk Time [s] 9.0 9.0 9.0 9.0
M_corner, Corner Circulation Area [ft²/ped] 0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped] 0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s] 61.27 61.27 61.27 61.27
I_p,int, Pedestrian LOS Score for Intersection 2.089 2.462 2.460 2.338 Crosswalk LOS B B B B
s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h] 543 543 1215 557 d_b, Bicycle Delay [s] 37.14 37.14 10.79 36.42
I_b,int, Bicycle LOS Score for Intersection 2.013 2.305 2.706 1.837 Bicycle LOS B B B A
----------------Ring 4
----------------Ring 3
------------876-Ring 2
------------432-Ring 1
Sequence
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\Signal AM.pdf
Scenario 3 Signal AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1241
Total
Volume
78 Right
52 Thru
1 Left
Westbound
10 Right
152
Thru
380
Left
Eastbound
232
Right
78 Thru
43 Left
Southbound
15 Right
177
Thru
23 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\Signal PM.pdf
Scenario 4 Signal PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

D41.40.763WB LeftHCM 6th
EditionSignalizedIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with

0.763Volume to Capacity (v/c):

DLevel Of Service:

41.4Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

SignalizedControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk
NoNoNoNoCurb Present

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Mecartney RoadMecartney RoadIsland DriveIsland DriveName Intersection Setup
Version 2021 (SP 0-6)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [ped/h] 0000v_co, Outbound Pedestrian Volume crossing minor street [ped/h] 0000v_di, Inbound Pedestrian Volume crossing major street [ped/h] 0000v_do, Outbound Pedestrian Volume crossing major street [ped/h] 000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
481372135904244401711121011626Total Analysis Volume [veh/h] 1234592210611043283296Total 15-Minute Volume [veh/h]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Other Adjustment Factor

0.8600.8600.8600.8600.8600.8600.8600.8600.8600.8600.8600.860Peak Hour Factor 4111818307736537814796910022Total Hourly Volume [veh/h] 000000000000Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.0001.000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor

0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]

0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoMaximum Recall
NoNoNoNoYesYesMinimum Recall

0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s]

0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk

0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s] 0340022003200330Pedestrian Clearance [s]
050050050050Walk [s]

0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 043110774504200420Split [s]

0.01.01.00.01.01.00.01.00.00.01.00.0All red [s]

9.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference

0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
130Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
Version 2021 (SP 0-6)
Generated with
268.6937.01124.98559.49520.8191.7788.2131.9495th-Percentile Queue Length [ft/ln]

10.751.485.0022.3820.833.673.531.2895th-Percentile Queue Length [veh/ln] 163.7620.5669.44396.26364.3050.9949.0017.7450th-Percentile Queue Length [ft/ln]

6.550.822.7815.8514.572.041.960.7150th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoNoNoCritical Lane Group
EECECBBDLane Group LOS

66.0475.9029.4167.1226.7319.5715.4238.88d, Delay for Lane Group [s/veh]

0.860.570.200.940.690.170.130.10X, volume / capacity
Lane Group Results

1.001.001.001.001.001.001.001.00PF, progression factor

1.001.001.001.001.001.001.001.00Rp, platoon ratio

0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]

9.8912.860.1519.664.380.540.270.80d2, Incremental Delay [s]

1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor

0.110.110.110.280.500.500.500.50k, delay calibration

56.1463.0429.2547.4622.3519.0315.1538.08d1, Uniform Delay [s] 21437629452886667985255c, Capacity [veh/h]
1788178117821781165912641844810s, saturation flow rate [veh/h]

0.100.010.070.240.370.090.070.03(v / s)_i Volume / Saturation Flow Rate

0.120.020.350.250.530.530.530.53g / C, Green / Cycle
163463369696969g_i, Effective Green Time [s]

2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]

0.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s]

4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 130130130130130130130130C, Cycle Length [s]
CLCLCLCLLane Group
Lane Group Calculations
Version 2021 (SP 0-6)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh] 38.88 15.42 15.42 19.57 26.73 26.73 67.12 29.41 29.41 75.90 66.04 66.04 Movement LOS D B B B C C E C C E E E
d_A, Approach Delay [s/veh] 19.43 25.62 58.53 67.04
Approach LOS B C E E
d_I, Intersection Delay [s/veh] 41.36
Intersection LOS D
Intersection V/C 0.763
Other Modes
g_Walk,mi, Effective Walk Time [s] 9.0 9.0 9.0 9.0
M_corner, Corner Circulation Area [ft²/ped] 0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped] 0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s] 56.30 56.30 56.30 56.30
I_p,int, Pedestrian LOS Score for Intersection 2.082 2.470 2.468 2.411 Crosswalk LOS B B B B
s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h] 585 585 1123 600 d_b, Bicycle Delay [s] 32.54 32.54 12.49 31.84
I_b,int, Bicycle LOS Score for Intersection 1.810 2.753 2.465 1.900 Bicycle LOS A C B A
----------------Ring 4
----------------Ring 3
------------876-Ring 2
------------432-Ring 1
Sequence
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\Signal PM.pdf
Scenario 4 Signal PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1401
Total
Volume
41 Right
118
Thru
18 Left
Westbound
30 Right
77 Thru
365
Left
Eastbound
378
Right
147
Thru
96 Left
Southbound
9 Right
100
Thru
22 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\RBT AM.pdf
Scenario 5 Roundabout AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

A9.7NB ThruHCM 6th
EditionRoundaboutIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with
ALevel Of Service:

9.7Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

RoundaboutControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

0.78000.78000.78000.78000.78000.78000.78000.78000.78000.78000.78000.7800Peak Hour Factor 785211015238023278431517723Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

9.70Intersection Delay [s/veh]
ABABApproach LOS

9.2510.816.5112.40Approach Delay [s/veh]

27.17106.5943.2556.0295th-Percentile Queue Length [ft]

1.094.261.732.2495th-Percentile Queue Length [veh]
ABABLane LOS
Movement, Approach, & Intersection Results

0.270.600.370.44X, volume / capacity
62411501223626Capacity per Entry Lane [veh/h]

1.001.001.000.99Pedestrian Impedance
63811741248642Capacity of Entry and Bypass Lanes [veh/h] 172709462281Entry Flow Rate [veh/h]

0.980.980.980.98HV Adjustment Factor

0.001020.001020.001020.00102B (coefficient)
1380.001380.001380.001380.00A (intercept)

3.003.003.003.00User-Defined Follow-Up Time [s]
NoNoNoNoOverwrite Calculated Follow-Up Time

4.004.004.004.00User-Defined Critical Headway [s]
NoNoNoNoOverwrite Calculated Critical Headway
Lanes
10067113195487297100551922729Adjusted Demand Flow Rate [veh/h] 785211015238023278431517723Demand Flow Rate [veh/h]
274401830116Exiting Flow Rate [veh/h]
75815999752Circulating Flow Rate [veh/h]
1111Number of Conflicting Circulating Lanes
Intersection Settings
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\RBT AM.pdf
Scenario 5 Roundabout AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1241
Total
Volume
78 Right
52 Thru
1 Left
Westbound
10 Right
152
Thru
380
Left
Eastbound
232
Right
78 Thru
43 Left
Southbound
15 Right
177
Thru
23 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\RBT PM.pdf
Scenario 6 Roundabout PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

B10.8SB RightHCM 6th
EditionRoundaboutIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with
BLevel Of Service:

10.8Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

RoundaboutControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

0.86000.86000.86000.86000.86000.86000.86000.86000.86000.86000.86000.8600Peak Hour Factor 4111818307736537814796910022Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 4111818307736537814796910022Base Volume Input [veh/h]
Mecartney RoadMecartney RoadIsland DriveIsland DriveName Volumes
Version 2021 (SP 0-6)
Generated with
BIntersection LOS

10.79Intersection Delay [s/veh]
ABBAApproach LOS

7.9710.9212.167.58Approach Delay [s/veh]

27.9088.47124.8920.3695th-Percentile Queue Length [ft]

1.123.545.000.8195th-Percentile Queue Length [veh]
ABBALane LOS
Movement, Approach, & Intersection Results

0.270.560.650.22X, volume / capacity
7519871118706Capacity per Entry Lane [veh/h]

1.001.001.001.00Pedestrian Impedance
76610061140720Capacity of Entry and Bypass Lanes [veh/h] 211560738156Entry Flow Rate [veh/h]

0.980.980.980.98HV Adjustment Factor

0.001020.001020.001020.00102B (coefficient)
1380.001380.001380.001380.00A (intercept)

3.003.003.003.00User-Defined Follow-Up Time [s]
NoNoNoNoOverwrite Calculated Follow-Up Time

4.004.004.004.00User-Defined Critical Headway [s]
NoNoNoNoOverwrite Calculated Critical Headway
Lanes
481372135904244401711121011626Adjusted Demand Flow Rate [veh/h] 4111818307736537814796910022Demand Flow Rate [veh/h]
216615600232Exiting Flow Rate [veh/h]
577310188639Circulating Flow Rate [veh/h]
1111Number of Conflicting Circulating Lanes
Intersection Settings
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\RBT PM.pdf
Scenario 6 Roundabout PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1401
Total
Volume
41 Right
118
Thru
18 Left
Westbound
30 Right
77 Thru
365
Left
Eastbound
378
Right
147
Thru
96 Left
Southbound
9 Right
100
Thru
22 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\AWSC AM.pdf
Scenario 7 AWSC AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

E42.01.084EB LeftHCM 6th
EditionAll-way stopIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with

1.084Volume to Capacity (v/c):

ELevel Of Service:

42.0Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

All-way stopControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

42.05Intersection Delay [s/veh]
CFCCApproach LOS

16.0571.3218.3222.94Approach Delay [s/veh]

43.7353.48402.2495.9838.50100.3495th-Percentile Queue Length [ft]

1.752.1416.093.841.544.0195th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results

0.380.431.080.600.350.61Degree of Utilization, x
442483487499444448Capacity per Entry Lane [veh/h]
Lanes
Intersection Settings
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\AWSC AM.pdf
Scenario 7 AWSC AMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1241
Total
Volume
78 Right
52 Thru
1 Left
Westbound
10 Right
152
Thru
380
Left
Eastbound
232
Right
78 Thru
43 Left
Southbound
15 Right
177
Thru
23 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
Intersection Analysis Summary
9/20/2021Report File: H:\...\AWSC PM.pdf
Scenario 8 AWSC PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection.

E36.30.973EB LeftHCM 6th
EditionAll-way stopIsland Drive and Mecartney
Road1
LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID Version 2021 (SP 0-6)
Generated with

0.973Volume to Capacity (v/c):

ELevel Of Service:

36.3Delay (sec / veh):
15 minutesAnalysis Period:

HCM 6th EditionAnalysis Method:

All-way stopControl Type:

Intersection 1: Island Drive and Mecartney Road
Intersection Level Of Service Report
YesYesYesYesCrosswalk

0.000.000.000.00Grade [%]

30.0030.0030.0030.00Speed [mph]

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor

1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor

2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]

36.28Intersection Delay [s/veh]
CFDCApproach LOS

18.8253.3632.3616.88Approach Delay [s/veh]

63.2326.02297.26225.58103.7242.0495th-Percentile Queue Length [ft]

2.531.0411.899.024.151.6895th-Percentile Queue Length [veh] Movement, Approach, & Intersection Results

0.480.260.970.860.620.37Degree of Utilization, x
430477436514455410Capacity per Entry Lane [veh/h]
Lanes
Intersection Settings
Version 2021 (SP 0-6)
Generated with
Turning Movement Volume: Summary
9/20/2021Report File: H:\...\AWSC PM.pdf
Scenario 8 AWSC PMVistro File: H:\...\IntersectionAnalysis_MGA_revd volumes.vistro
1401
Total
Volume
41 Right
118
Thru
18 Left
Westbound
30 Right
77 Thru
365
Left
Eastbound
378
Right
147
Thru
96 Left
Southbound
9 Right
100
Thru
22 Left
Northbound
Island Drive and Mecartney
Road1
Intersection NameID
Version 2021 (SP 0-6)
Generated with
Lane Configuration and Traffic Control
Version 2021 (SP 0-6)
Generated with
November 9, 2021 Page 26
Mecartney / Island Improvement Project Assessment
Kittelson & Associates, Inc.

Signal Warrant Analysis
KITTELSON & ASSOCIATES, INC.
610 SW Alder, Suite 700
Portland, Oregon 97205 Begin End EB WB NB SB
(503) 228-5230 7:30 AM 8:30 AM 542 131 215 353
2nd Highest Hour 513 124 192 315
3rd Highest Hour 506 122 166 273
Project #: 4th Highest Hour 484 117 164 269
Project Name: 5th Highest Hour 477 115 146 239
Analyst: 6th Highest Hour 477 115 143 235
Date: 7th Highest Hour 455 110 139 228
File: 8th Highest Hour 448 108 127 209
9th Highest Hour 434 105 120 197
Intersection: 10th Highest Hour 405 98 116 190
Scenario: 11th Highest Hour 390 94 113 186
12th Highest Hour 383 93 113 186
13th Highest Hour 369 89 111 182
14th Highest Hour 318 77 92 152
15th Highest Hour 253 61 90 148
Warrant Name Analyzed? Met? 16th Highest Hour 238 58 65 106 #1 Eight-Hour Vehicular Volume Yes No 17th Highest Hour 166 40 65 106 #2 Four-Hour Vehicular volume Yes No 18th Highest Hour 1 37 33 44 72 #3 Peak Hour Yes No 19th Highest Hour 72 17 28 46
#4 Pedestrian Volume No - 20th Highest Hour 51 12 23 38 #5 School Crossing No - 21st Highest Hour 43 10 12 19
#6 Coordinated Signal System No - 22nd Highest Hour 29 7 9 15 #7 Crash Experience Yes No 23rd Highest Hour 14 3 9 15
#8 Roadway Network No - 24th Highest Hour 14 3 7 11
#9 Intersection Near a Grade Crossing No -
Volume Adjustment Factor = 1.0
North-South Approach = Minor
East-West Approach = Major
Major Street Thru Lanes = 2
Minor Street Thru Lanes = 2 A 600 200 4 No
Speed > 40 mph? No B 900 100 0 No
Population < 10,000? No A 480 160 11 Yes
Warrant Factor 100% B 720 80 0 No
Peak Hour or Daily Count? Peak Hour A 420 140 13 Yes
B 630 70 2 No
Major Street: 4th-Highest Hour / Peak Hour 89% A 336 112 14 Yes Major Street: 8th-Highest Hour / Peak Hour 83% B 504 56 9 Yes Minor Street: 4th-Highest Hour / Peak Hour 76%
Minor Street: 8th-Highest Hour / Peak Hour 59%
24846
Island/Mecartney Evaluation
MGA
Hour Major Street Minor Street
Analysis Traffic Volumes
9/21/2021
Warrant #1 - Eight Hour
Warrant
Factor Condition Major Street
Requirement
Minor Street
Requirement
Hours That
Condition Is
Met
Condition for
Warrant
Factor Met?
Signal Warrant
Met?
H:\24\24846 - City of Alameda On-Call Services
2020\001 - Citywide Roundabout Analysis\Task 5 ICE
Review and Community
Input Parameters
Island/Mecartney
Warrant Summary
2021 EC - AM Peak Hour
56% Yes
70% Yes
100% No
80% Yes
0 100
200
300
400
500
0 500 1000 1500 2000 2500 3000
Higher Minor Street
Combined Major Street
Warrant #2 - Four-Hour
100% Warrant Factor
2 Major / 2 Minor
2 Major / 1 Minor
1 Major / 2 Minor
1 Major / 1 Minor
Traffic Volumes
0 100
200
300
400
500
600
0 500 1000 1500 2000 2500 3000
Higher Minor Street
Combined Major Street
Warrant #3 - Peak Hour
100% Warrant Factor
2 Major / 2 Minor
2 Major / 1 Minor
1 Major / 2 Minor
1 Major / 1 Minor
Traffic Volumes
KITTELSON & ASSOCIATES, INC.
610 SW Alder, Suite 700
Portland, Oregon 97205 Begin End EB WB NB SB
(503) 228-5230 5:00 PM 6:00 PM 472 178 131 621
2nd Highest Hour 447 169 117 554
3rd Highest Hour 441 166 101 481
Project #: 4th Highest Hour 422 159 100 474
Project Name: 5th Highest Hour 415 157 89 421
Analyst: 6th Highest Hour 415 157 87 414
Date: 7th Highest Hour 396 150 85 401
File: 8th Highest Hour 390 147 77 367
9th Highest Hour 378 142 73 347
Intersection: 10th Highest Hour 352 133 70 334
Scenario: 11th Highest Hour 340 128 69 327
12th Highest Hour 334 126 69 327
13th Highest Hour 321 121 68 321
14th Highest Hour 277 104 56 267
15th Highest Hour 220 83 55 260
Warrant Name Analyzed? Met? 16th Highest Hour 208 78 39 187 #1 Eight-Hour Vehicular Volume Yes No 17th Highest Hour 145 55 39 187 #2 Four-Hour Vehicular volume Yes Yes 18th Highest Hour 120 45 27 127 #3 Peak Hour Yes Yes 19th Highest Hour 63 24 17 80
#4 Pedestrian Volume No - 20th Highest Hour 44 17 14 67 #5 School Crossing No - 21st Highest Hour 38 14 7 33
#6 Coordinated Signal System No - 22nd Highest Hour 25 9 6 27 #7 Crash Experience Yes No 23rd Highest Hour 13 5 6 27
#8 Roadway Network No - 24th Highest Hour 13 5 4 20
#9 Intersection Near a Grade Crossing No -
Volume Adjustment Factor = 1.0
North-South Approach = Minor
East-West Approach = Major
Major Street Thru Lanes = 2
Minor Street Thru Lanes = 2 A 600 200 3 No
Speed > 40 mph? No B 900 100 0 No
Population < 10,000? No A 480 160 10 Yes
Warrant Factor 100% B 720 80 0 No
Peak Hour or Daily Count? Peak Hour A 420 140 13 Yes
B 630 70 1 No
Major Street: 4th-Highest Hour / Peak Hour 89% A 336 112 14 Yes Major Street: 8th-Highest Hour / Peak Hour 83% B 504 56 9 Yes Minor Street: 4th-Highest Hour / Peak Hour 76%
Minor Street: 8th-Highest Hour / Peak Hour 59%
56% Yes
70% Yes
100% No
80% Yes
9/21/2021
Warrant #1 - Eight Hour
Warrant
Factor Condition Major Street
Requirement
Minor Street
Requirement
Hours That
Condition Is
Met
Condition for
Warrant
Factor Met?
Signal Warrant
Met?
H:\24\24846 - City of Alameda On-Call Services
2020\001 - Citywide Roundabout Analysis\Task 5 ICE
Review and Community
Input Parameters
Island/Mecartney
Warrant Summary
2021 EC - PM Peak Hour
24846
Island/Mecartney Evaluation
MGA
Hour Major Street Minor Street
Analysis Traffic Volumes
0 100
200
300
400
500
0 500 1000 1500 2000 2500 3000
Higher Minor Street
Combined Major Street
Warrant #2 - Four-Hour
100% Warrant Factor
2 Major / 2 Minor
2 Major / 1 Minor
1 Major / 2 Minor
1 Major / 1 Minor
Traffic Volumes
0 100
200
300
400
500
600
0 500 1000 1500 2000 2500 3000
Higher Minor Street
Combined Major Street
Warrant #3 - Peak Hour
100% Warrant Factor
2 Major / 2 Minor
2 Major / 1 Minor
1 Major / 2 Minor
1 Major / 1 Minor
Traffic Volumes

Alameda City CouncilJuly 5, 2022

Alameda City Council
July 5, 2022