Emeryville City Council
November 19, 2024

2201 Broadway | Suite 602 | Oakland, CA 94612 | (510) 834-3200 | Fax (510) 253-0059 www.fehrandpeers.com
Memorandum
Date: October 31, 2024
To: Jennifer Harmon, Diablo Engineering Group
From: Robert Rees and Lam Ngo, Fehr & Peers
Subject: 40th Street Phase II Traffic Analysis
OK22-0501
This memorandum summarizes the results of the multimodal safety and operations analysis Fehr & Peers completed for Phase II of the 40th Street Multimodal Project (Project) in Emeryville, CA.

The Phase II segment extends between the IKEA entry and Christie Avenue. The Phase I analysis is documented in a separate memorandum 40th Street Multimodal Project – Phase I Multimodal Transportation Analysis (October 2024) which addresses traffic operations on 40th Street between the IKEA entry and Adeline Street.

This memorandum describes the analysis results for the modeled transportation conditions along Shellmound Street with and without the roadway improvements planned for Phase II of the Project.

Findings and Recommendations
Safety
The Project follows the Safe System Approach creating a self-enforcing design where “safe behaviors are the easy behaviors” and mistakes do not have lethal consequences. Behaviors that will be eliminated or reduced include speeding, right-hook crashes, contra-flow bicycle riding, and motorist encroachment into the bike lane.

The two-way cycle track on the west side of Shellmound Street separates users in space and time, and, to the extent possible, the number of intersections that bicycles interact with motor vehicles.

With the west side cycle track bicycles and motor vehicles interact at two locations – the hotel driveway (opposite Ohlone Way) and the driveway serving the back side of the Powell Street Plaza. A cycle-track on the east side of Shellmound Street was discarded because bicycles would interact with motor vehicles at nine locations – two IKEA driveways, Bay Street Parking, Bay Street, Ohlone Way, two residence driveways, Brunswig Lane, and Christie Avenue.

Driving speeds with the Project’s road diet are expected to decrease by 4 to 6 miles per hour because average driving speeds before the Project dictate the predominant speed when drivers Attachment C
Jennifer Harmon
October 31, 2024

are unable to pass slower moving drivers with the Project. Speed is exponentially related to severe injuries and fatalities when a collision occurs, and so the speed reduction is meaningful for vulnerable road users i.e., pedestrians and bicyclists in the corridor.

Operations
Overall, the conversion of the rightmost general-purpose lane in both directions to a bus-only lane between the IKEA entry and Christie Avenue and the addition of separated two-way cycle track along the west side of Shellmound Street, degrades intersection operations for motor vehicle traffic at the Christie Avenue intersection with Shellmound Street. During the weekday AM and PM peak hours this intersection is anticipated to operate at acceptable levels with the Project; but is expected to degrade to LOS E during the weekend conditions. Following is the study recommendation:
• Implement the northbound and southbound bus-only lanes between the IKEA entry and Christie Avenue on the weekdays, Monday through Friday. • Open the bus-only lanes to general traffic during the weekends.

With this recommendation Shellmound Street is expected to always operate at LOS D or better throughout the week and weekend. This recommendation should extend between the IKEA entry intersection and the Christie Avenue intersection and is needed to address the northbound queue congestion that would form during the weekend at the Christie Avenue intersection.

Safety Assessment
Vehicle Speed Implications
The Project incorporates a road diet reducing the number of motor vehicle lanes from two in each direction to one lane each way by converting the curb lane each way from a motor vehicle lane to a bus only lane. The change means that driving speeds will be determined by the drivers traveling at a slower speed, sometimes referred to as the “prudent driver.” On a street with two lanes each way drivers make lane changes to pass slower moving drivers and this tends to increase driving speeds along a corridor. The Project reduces the number of lanes to one lane in each direction and so drivers are not able to change lanes to pass slower moving drivers.

Driving speeds with the Project are expected to decrease such that average driving speed before the Project becomes the 85th percentile speed after the Project’s road diet. This is because average driving speeds before the Project dictate the predominant speed when drivers are unable to pass slower moving drivers with the Project. The net benefit is a speed reduction of 4 to 6 miles per hour. Because speed is exponentially related to severe injuries and fatalities when a collision occurs, this speed reduction is meaningful for vulnerable road users i.e., pedestrians and bicyclists in the corridor.

The northbound bus only lane on Shellmound Street, adjacent to the sidewalk, has a secondary comfort benefit to pedestrians using the sidewalk. There would be up to 15 buses per hour using Jennifer Harmon
October 31, 2024

the northbound bus only lane and all other traffic would be in the lane adjacent to the bus only lane. This condition separates most of the motor vehicle traffic from the sidewalk by about 11 feet and this separation provides comfort to those walking on the sidewalk.

Conflict Points
Currently, bicyclists and pedestrians are proximate to high-speed vehicles with no protection. The highest kinetic energy risk (injury risk) occurs when speed and mass are high in a conflict with vulnerable road users i.e., bicyclists and pedestrians. High speed locations include midblock and high speed right turns (with large radii and on /off the corridor where turns are not protected).

These conflict points are exacerbated where heavy vehicles (trucks and buses) are also present.

The project area collision summaries (Figure 1) show 12 injury crashes over a 7-year period (2015 through 2021) between vehicles and other vehicles, cyclists, and pedestrians. Six of the crashes occurred at intersections including two pedestrian / vehicle crashes, one bike / vehicle crash, and three vehicle / vehicle crashes while six additional vehicle / vehicle crashes occurred between intersections.

The 6 crashes at intersections occurred because of turning vehicles. At Christie Avenue and at Bay Street pedestrians in the crosswalk were hit by turning vehicles while a second collision at both Christie Avenue and Bay Street occurred when through vehicles collided with turning vehicles. At Brunswig Lane, a cyclist was hit by a turning vehicle, and at one of the IKEA intersections where a through vehicle collided with a turning vehicle. These collisions are an indication that drivers are potentially inattentive to conflicting movements when turning.

Separating bicycle and vehicle movements is a safety counter measure to address inattentive behavior. The Project proposes constructing a separated two-way cycle track on the west side of Shellmound Street to fully separate bicycle traffic from turning traffic to the extent possible. In total, the west side cycle track would fully separate bicycle traffic at 8 intersections/ driveways including two at IKEA, the Bay Street Garage, Bay Street, Brunswig Lane, two residential garage driveways, and Christie Avenue. The Project proposes separate bicycle signal phasing at Christie Avenue to fully separate bicycle and vehicle traffic. After completion, the west side cycle track will only cross the hotel driveway at the Ohlone Way intersection, and the driveway serving the back side of the Powell Street Plaza, both of which have lower turn volumes than at major driveways serving Bay Street Emeryville and IKEA on the east side of Shellmound Street.

Locating the two-way cycle track on the east side of Shellmound Street was considered and discarded because it would intersect with 9 intersections / driveways including two at IKEA, the Bay Street Garage, Bay Street, Ohlone Way, Brunswig Lane, two residential garage driveways, and Christie Avenue. The separate bicycle signal phasing at Christie Avenue, with the west side cycle track, would not be feasible if the cycle track were on the east side and so bicyclists on the east side cycle track would also conflict with turning vehicles at Christie Avenue to and from Bay Street Emeryville.

San Francisco Bay
W Macarthur Blvd
Stanford Ave
Market St
Powell St
Hollis St
Christie Ave
40th St
Shellmound St
Adeline St
Emery St
Powell St
San Pablo Ave San Pablo Ave
Market St
Peralta St
Hollis St
Hubbard St
Horton St
Halleck St
Shellmound St
40th St
Park Ave
W Macarthur Blvd
Adeline St
Hollis St
55th St
123
123
580
880
880
580
80 80



TO BERKELEY

TO OAKLAND

TO SAN FRANCISCO
& TREASURE ISLAND
Powell St Plaza
Injury Collisions (2015-2021)
Bicycle, Pedestrian, and Auto
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Deliverables\_SR2TBT Application\Attachments\Graphics\ADOBE\Fig00_Safety Countermeasures.ai State Highway
BART Regional Train Stations
Bay Trail Gaps
Rail Line
Amtrak and Capitol Corridor
Train Station Interstate Freeway
24 80
Existing Bay Trail
Existing Connector Trail
Connector Trail Gaps Plain Symbology
Project Phase 1
Project Phase 2
Collision Severity and Count
Bicycle Visible Injury Collision (1)
Vehicle Visible Injury Collision (4) Vehicle Complaint of Pain Collision (5) Pedestrian Visible Injury Collision (2)
Project Phase 1 Figure 1
Jennifer Harmon
October 31, 2024

To address midblock conflicts between bicycles and vehicles, the Project incorporates a raised median to separate the west side cycle track from motor vehicle traffic. The raised median is an effective counter measure because bicyclists will be buffered from the motorized traffic by the raised median. Conflicts with buses will be addressed with bus stop enhancements and dedicated bus lanes that separate bicycles from buses and bus riders.

Compliance with Laws
The Project incorporates several design elements to prevent motorists from speeding and ensure compliance with California Vehicle Code 21209 VC, which prohibits vehicles from being driven in bicycle lanes. The Project introduces physically protected bicycle lanes with barriers, putting both eastbound and westbound bicycle riders on the north side of the street in a two-way separated bikeway, making it difficult for vehicles to encroach on these lanes. This separation enhances the safety of cyclists by clearly delineating the space for bicycles and motor vehicles. Additionally, the Project reduces the number of westbound vehicle travel lanes to a single lane. This design change significantly impacts driver behavior by eliminating opportunities to pass slower traffic, naturally calming traffic flow and reducing speeds. The narrower roadway and single westbound travel lane create a visual and physical environment that encourages drivers to adhere to the posted speed limit. The implementation of these measures, including the two-way protected bike lanes and reduced lane widths, not only discourages speeding but also promotes safer interactions between motorists and cyclists. By designing the roadway to control and moderate vehicle speeds, the Project ensures a safer, more predictable environment for all road users, aligning with the goals of improving safety and accessibility in Emeryville.

Adequacy of Bike Facilities
Strictly from a traffic engineering perspective, the average daily traffic, posted speeds, and observed speeds were assessed. Observed motor vehicle speeds exceeded 20 mph along the corridor and ADT was above 10,000. Caltrans guidance (DIB 94 https://dot.ca.gov/- /media/dotmedia/ programs/design/documents/dib-94-010224-a11y.pdf) recommends a Class I or Class IV bicycle facility for this speed and volume context.

Currently, bicyclists using the corridor are confronted with Class II bike lanes with no intersection treatments or dedicated bicycle signal phasing. As noted in Caltrans DIB 94, Class II bike lanes are not appropriate for the speed and volume of the corridor. Lack of bicycle treatments at intersections increases the risk of right-hook and left-hook bicycle-vehicle collisions at intersections.

The Project follows the Safe System Approach to proactively address vulnerable road user safety by reducing speed, removing conflicts, and separating users in space and time. The Project replaces the existing Class II bike lanes with Class IV bike lanes, which may reduce bicycle-vehicle crashes by up to 53% according to the California Local Road Safety Manual (LRSM). The addition of advance stop bars may reduce pedestrian crashes by up to 25%. Protected corners and dedicated bicycle phasing reduce conflict at intersections by separating bicyclists from other road Jennifer Harmon
October 31, 2024

users in space and time. The Project reduces the number of vehicles crossing bicycle movements throughout the corridor by locating the two-way cycle track on the west side of Shellmound Street.

Reduce Behaviors Leading to Crashes
Following the Safe System Approach, the Project creates a self-enforcing design where “safe behaviors are the easy behaviors” and mistakes do not have lethal consequences. Behaviors that will be eliminated or reduced include speeding, right-hook crashes, contra-flow bicycle riding, and motorist encroachment into the bike lane. As noted above, the road diet is expected to reduce corridor speeds.

The two-way separated bikeway and increased multimodal accessibility at intersections will reduce contra-flow bicycle travel. The separation also provides a barrier that prevents moving vehicles from passing, loading, or parking in the bike lane. The Project separates users in time using protected left and right turn phases at high-volume conflict points, reducing crashes associated with turning movements.

Operations Methodology
Project Study Intersections
There are five (5) study intersections. Appendix A shows the locations and turning movements at the project study intersections. All intersections are signalized and coordinated along Shellmound Street.

1. Shellmound Street at Christie Avenue

2. Shellmound Street at Ohlone Way

3. Shellmound Street at Bay Street

4. Shellmound Street at IKEA Exit

5. Shellmound Street at IKEA Entrance
The analysis was done for five (5) identified peak hour timing plans: AM, Midday, PM, Weekend Midday, and Weekend PM. The study intersections were evaluated for three (3) scenarios:
• Scenario 1 (Existing Conditions): Existing lane configuration, volumes, and timings • Scenario 2: Proposed lane configuration, existing volumes, existing timings • Scenario 3: Proposed lane configuration, existing volumes, optimized timings Intersection Analysis Methodology
Existing operational conditions at the 5 study intersections were evaluated using the 2000 Highway Capacity Manual (HCM) Level of Service (LOS) methodology. Synchro software was used for this analysis.

Level of service is an expression, in the form of a scale, of the relationship between the capacity of an intersection and the demand volume of traffic moving through it. The level of service scale Jennifer Harmon
October 31, 2024

describes traffic flow with six ratings ranging from A to F, with A indicating free flow and F indicating jammed conditions with excessive delay.

For signalized intersections, the HCM methodology determines the capacity of each lane group approaching the intersection. The LOS is based on average control delay (in seconds per vehicle) for various movements within the intersection. A combined weighted average control delay and LOS are presented for the intersection. Appendix B summarizes the HCM 2000 results for the study intersections. Table 1 on the next page describes the relationship between LOS and the average control delay at signalized intersections.

Table 1: HCM 2000 Level of Service for Signalized Intersections Level of
Service
Delay
(seconds per vehicle) Description of Operations
A < 10
Free Flow/Insignificant Delays: No approach phase fully utilized by traffic and no vehicle waits longer than one red indication. Most vehicles do not stop at all. Progression is favorable and most vehicles arrive during the green phase.

B > 10 – 20
Stable Operation/Minimal Delays: Occasional approach phase is fully utilized. Many drivers begin to feel restricted within vehicle platoons. Occurs with good progression and/or short cycles.

C > 20 – 35
Stable Operation/Acceptable Delays: Major approach phases fully utilized. Most drivers feel restricted. Higher delays from fair progression and longer cycles. Individual cycle failures may occur, and the number of vehicles stopping is significant.

D > 35 – 55
Approaching Unstable/Tolerable Delays: Congestion becomes more noticeable. Drivers may wait through more than one red signal indication. Longer delays result from combination of unfavorable progression and long cycle lengths, or high v/c ratios.

Proportion of vehicles not stopping declines, and individual cycle failures are noticeable.

E > 55 – 80
Unstable Operation/Significant Delays: Vehicles may wait several cycles. Long queues form upstream from the intersection. High delays indicate poor progression, long cycles, and high v/c ratios.

Individual cycle failures are a frequent occurrence.

F > 80
Forced Flow/Excessive Delays: Represents jammed conditions.

Queues may block upstream intersections. Arrival flow rates exceed capacity and are unacceptable to most drivers. Poor progression, long cycle lengths, and v/c ratios approaching 1.0 contribute to high delay.

Source: Highway Capacity Manual, Transportation Research Board, Washington D.C.

Jennifer Harmon
October 31, 2024

Synchro Model
The Synchro analysis model was built from the City of Emeryville’s (City) citywide Synchro software network and field observations. The same peak hours were used for all analysis scenarios. A peak hour factor of 1.00 is assumed for all scenarios due to even demand volumes across the peak period and the expectation that the Project may cause congestion, thereby dispersing traffic more evenly across the peak hours of analysis.

Project Assumptions
Scenario 1 assumes existing lane configuration as described in the City’s Synchro model. Under Scenarios 2 and Scenario 3, the proposed geometry is sourced from the 40th Street Bay Trail Gap Closure Project which constructs a two-way cycle track on the west side of the Shellmound Street corridor and converts one vehicle lane in each direction to bus-only lanes.

Two-way Cycle Track Features
The Project (Phase II of the 40th Street Multimodal Project) proposes a separated two-way bikeway on the west side of Shellmound Street between the IKEA entry and Christie Avenue. This Project would connect the two-way cycle track as part of Phase I of the 40th Street Multimodal Project with the existing east-west two-way cycle track on Christie Avenue. At the IKEA entry, the cycle track shifts from the east side to the west side of Shellmound Street and cyclists would cross the southern leg crosswalk at the IKEA entry to make this transition. To enhance the safety of cyclists using the cycle track at the IKEA entry, turning right on red would be prohibited.

Bus-Only Lanes
The concept design assumes no change to the current cross-section along Shellmound Street between the IKEA entry and Bay Street and between Ohlone Way and Christie Avenue. At Ohlone Way, the northbound right turn lane is removed, and the rightmost lane is converted to a transitonly lane where vehicles can merge into the bus-only lane to turn right.

The southbound bus-only lane starts south of Christie Avenue and extends to IKEA, where it then continues over the Shellmound Street bridge as part of Phase I of the 40th Street Multimodal Project. The northbound bus-only lane starts at the IKEA entry and goes up to Christie Avenue where it ends. A future project would extend the transit-only north of Christie Avenue.

Analysis Results
As a reminder, the analysis was done for five (5) peak hour timing plans: AM, Midday, PM, Weekend Midday, and Weekend PM. And, evaluated for three (3) scenarios:
• Scenario 1 (Existing Conditions): Existing lane configuration, volumes, and timings • Scenario 2: Proposed lane configuration, existing volumes, existing timings • Scenario 3: Proposed lane configuration, existing volumes, optimized timings Jennifer Harmon
October 31, 2024

Level of Service and Delay Analysis
Table 2a documents the existing level of service conditions at the study intersections. Under existing conditions, all intersections are performing at LOS D or better.

Table 2a: Intersection Level of Service Conditions under Scenario 1 (Existing Conditions)
Intersection along
Shellmound Street Control type
Level of Service (delay in seconds)
during peak hour
AM Midday PM Weekend
Midday
Weekend
PM
1 Christie Avenue Signalized C (34) C (30) C (31) D (47) D (51) 2 Ohlone Way Signalized B (11) B (13) B (18) B (20) C (24) 3 Bay Street Signalized A (3) A (7) B (10) B (12) B (14) 4 IKEA Exit Signalized A (3) A (5) A (5) A (8) A (9)
5 IKEA Entrance Signalized A (2) B (11) A (7) B (18) B (13) Source: Fehr & Peers, October 2024.

Table 2b documents the level of service conditions at the study intersections under Scenario 2.

Notably, the Christie Avenue intersection experiences LOS F under the new geometry with existing timing plans and the poor operations occur on the weekends in the afternoon and evening. Between Scenarios 1 and Scenario 2, the operations at all study intersections deteriorate during all peak hours. Vehicles are reduced to a single mixed-flow lane of travel in both directions along Shellmound Street through the study corridor. The existing timing plan is not sufficient to serve this concentrated demand, therefore intersection operations degrade under the proposed lane configurations. But only the Christie Avenue intersection operations fall below LOS D during weekend operations.

Table 2c documents the level of service conditions at the study intersections under Scenario 3.

Modifying the existing timing plans in Synchro to serve demand within the new geometry requires re-timing of the signals within the project area. Under Scenario 3 using the built-in Synchro optimization function, the timing plans are coordinated to a cycle length of 55/110 seconds during weekday AM peak hour, 60/120 seconds during weekday midday and weekday PM peak hours, and 75/150 seconds during weekend peak hours. The study intersections are coordinated to the northbound and southbound approaches along Shellmound Street.

Jennifer Harmon
October 31, 2024

Table 2b: Intersection Level of Service Conditions under Scenario 2 Intersection along
Shellmound Street Control type
Level of Service (delay in seconds)
during peak hour
AM Midday PM Weekend
Midday
Weekend
PM
1 Christie Avenue Signalized C (30) D (43) D (43) F (85) F (149) 2 Ohlone Way Signalized B (11) B (19) C (23) C (34) D (48) 3 Bay Street Signalized A (2) A (10) B (10) B (15) B (14) 4 IKEA Exit Signalized A (2) A (9) B (11) B (16) C (25) 5 IKEA Entrance Signalized A (2) B (12) B (12) D (52) B (18) Source: Fehr & Peers, October 2024.

Table 2c: Intersection Level of Service Conditions under Scenario 3 Intersection along
Shellmound Street Control type
Level of Service (delay in seconds)
during peak hour
AM Midday PM Weekend
Midday
Weekend
PM
1 Christie Avenue Signalized C (27) C (29) C (34) E (62) E (75) 2 Ohlone Way Signalized B (12) C (24) C (22) C (32) D (51) 3 Bay Street Signalized A (2) A (8) A (8) B (13) B (15) 4 IKEA Exit Signalized A (2) A (8) A (9) B (13) B (17)
5 IKEA Entrance Signalized A (2) B (14) B (11) D (37) C (21) Source: Fehr & Peers, October 2024.

Jennifer Harmon
October 31, 2024

Between Scenarios 2 and Scenario 3, weekday operations improve. All intersections perform at LOS D or better during weekday peak travel hours. During weekend operations, the intersection operations at the Christie Avenue continue to fail at LOS F during the weekend midday and PM peak hours. During these two periods, the resulting northbound queues on Shellmound Street are anticipated to extend back through the Ohlone Way and Bay Street intersections.

Based on the intersection operations analysis, bus-only lanes should be considered for the Shellmound Street study segment for the weekdays but during the weekend the bus-only lanes should be open to all traffic.

Appendix
Attachment A Scenarios 1, 2, and 3 Peak Hour Intersection Traffic Volumes Attachment B Scenarios 1, 2 and 3 HCM 2000 Intersection Results

Attachment A:

Scenarios 1, 2, and 3 Peak Hour
Intersection Traffic Volumes
Temescal Creek
Union Pacic Railroad
Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad
Union Pacic Railroad
Bay Area Francisco Emeryville/San Hyatt Place
BaySt
BaySt
Christie Ave Christie Ave
Shellmound St
Shellmound Way
Christie Ave
Shellmound St
Bay St
Shellmound St
BaySt
Ohlone Way
Shellmound St
BaySt
40th St
40th St
Shellmound St
Shellmound St
Ikea Entry
Peladeau St
Peladeau St
Powell St Horton St
Hollis St
Stanford Ave
Haru
St
Horton St
Chiron Way
Stanford Ave
Horton St
Hubbard St
Hubbard St
53rd St
Horton St
Sherwin St
Hubbard St
Hubbard St
Hubbard St
Hubbard St
Park Ave
Halleck St
40th St
Hollis St
Horton St
Hubbard St
40th St
Powell St
Powell St Powell St
Powell St
Powell St
Powell St
Powell St
80 80
80 80
80 80
80 80
80 80
80 80
580
580
80 80
&%880
&%580
"!80
287
23 25
30 245
5 7
73 21
9 256
26 27
28016
10 2
15 44
2 16
287
2 309
2 4
0 28
7 30
9 2
4 286
20 302
11 1
2 Christie Av
Shellmound Street
Shellmound Street
Shellmound Street
Shellmound Street
Ohlone Way
Shellmound Street
BCFF
CE
CC
AF
ACCF
ACE
AE
CE
ACC
AF
CC
CC
AF
CE
ACC
AF

1. Shellmound Street/Christie Av 2. Shellmound Street/Ohlone Way 3. Shellmound Street/Bay St

4. Shellmound Street/IKEA Exit 5. Shellmound Street/IKEA Entrance D
Scenario 1, 2 and 3: Weekday AM
Peak Hour Intersection Traffic Volumes
Appendix A-1
1 2
3 4
5 C Lane to be converted to transit-only in Scenarios 2 and 3 # Study Intersection Signalized Intersection XX AM Peak Hour Trac Volumes Temescal Creek
Union Pacic Railroad
Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad
Union Pacic Railroad
Bay Area Francisco Emeryville/San Hyatt Place
BaySt
BaySt
Christie Ave Christie Ave
Shellmound St
Shellmound Way
Christie Ave
Shellmound St
Bay St
Shellmound St
BaySt
Ohlone Way
Shellmound St
BaySt
40th St
40th St
Shellmound St
Shellmound St
Ikea Entry
Peladeau St
Peladeau St
Powell St Horton St
Hollis St
Stanford Ave
Haru
St
Horton St
Chiron Way
Stanford Ave
Horton St
Hubbard St
Hubbard St
53rd St
Horton St
Sherwin St
Hubbard St
Hubbard St
Hubbard St
Hubbard St
Park Ave
Halleck St
40th St
Hollis St
Horton St
Hubbard St
40th St
Powell St
Powell St Powell St
Powell St
Powell St
Powell St
Powell St
80 80
80 80
80 80
80 80
80 80
80 80
580
580
80 80
&%880
&%580
"!80
51 8
2 8
87 154
578
7 6
89 26
11 44
9 61
56 5
189
7 47
5 6
2 60
9 4
6 46
44 45
0 65
3 87
67 43
0 7
8 56
0 16
0 20
26 Christie Av
Shellmound StreetShellmound Street
Shellmound Street
Shellmound Street
Ohlone Way
Shellmound Street
BCFF
CE
CC
AF

ACCF CE
ACC
AF
CC
CC
AF
CE
ACC
AF

1. Shellmound Street/Christie Av 2. Shellmound Street/Ohlone Way 3. Shellmound Street/Bay St

4. Shellmound Street/IKEA Exit 5. Shellmound Street/IKEA Entrance 80 4
74 17
1 16
ACE
AE
D
Scenario 1, 2 and 3: Weekday Midday
Peak Hour Intersection Traffic Volumes
Appendix A-2
1 2
3 4
5 C Lane to be converted to transit-only in Scenarios 2 and 3 # Study Intersection Signalized Intersection XX Midday Peak Hour Trac Volumes Temescal Creek
Union Pacic Railroad
Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad
Union Pacic Railroad
Bay Area Francisco Emeryville/San Hyatt Place
BaySt
BaySt
Christie Ave Christie Ave
Shellmound St
Shellmound Way
Christie Ave
Shellmound St
Bay St
Shellmound St
BaySt
Ohlone Way
Shellmound St
BaySt
40th St
40th St
Shellmound St
Shellmound St
Ikea Entry
Peladeau St
Peladeau St
Powell St Horton St
Hollis St
Stanford Ave
Haru
St
Horton St
Chiron Way
Stanford Ave
Horton St
Hubbard St
Hubbard St
53rd St
Horton St
Sherwin St
Hubbard St
Hubbard St
Hubbard St
Hubbard St
Park Ave
Halleck St
40th St
Hollis St
Horton St
Hubbard St
40th St
Powell St
Powell St Powell St
Powell St
Powell St
Powell St
Powell St
80 80
80 80
80 80
80 80
80 80
80 80
580
580
80 80
&%880
&%580
"!80
65 6
4 8
73 220
58717
5 118
57 17
59 7
14 0
67 0
29 12
0 711121
72 9
3 8
43 58
75 9
78 7
73 64
741
91 76
4 8
7 18
17 Christie Av
Shellmound StreetShellmound Street
Shellmound Street
Shellmound Street
Ohlone Way
Shellmound Street
BCFF
CE
CC
AF

ACCF CE
ACC
AF
CC
CC
AF
CE
ACC
AF

1. Shellmound Street/Christie Av 2. Shellmound Street/Ohlone Way 3. Shellmound Street/Bay St

4. Shellmound Street/IKEA Exit 5. Shellmound Street/IKEA Entrance 91 3
82 16
5 15
ACE
AE
D
Scenario 1, 2 and 3: Weekday PM
Peak Hour Intersection Traffic Volumes
Appendix A-3
1 2
3 4
5 C Lane to be converted to transit-only in Scenarios 2 and 3 # Study Intersection Signalized Intersection XX PM Peak Hour Trac Volumes Temescal Creek
Union Pacic Railroad
Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad
Union Pacic Railroad
Bay Area Francisco Emeryville/San Hyatt Place
BaySt
BaySt
Christie Ave Christie Ave
Shellmound St
Shellmound Way
Christie Ave
Shellmound St
Bay St
Shellmound St
BaySt
Ohlone Way
Shellmound St
BaySt
40th St
40th St
Shellmound St
Shellmound St
Ikea Entry
Peladeau St
Peladeau St
Powell St Horton St
Hollis St
Stanford Ave
Haru
St
Horton St
Chiron Way
Stanford Ave
Horton St
Hubbard St
Hubbard St
53rd St
Horton St
Sherwin St
Hubbard St
Hubbard St
Hubbard St
Hubbard St
Park Ave
Halleck St
40th St
Hollis St
Horton St
Hubbard St
40th St
Powell St
Powell St Powell St
Powell St
Powell St
Powell St
Powell St
80 80
80 80
80 80
80 80
80 80
80 80
580
580
80 80
&%880
&%580
"!80
78 9
10 0
107
229
84217
6 129
71 12
73 8
12 6
86 5
3518
9 76
9 17
7 88
3 9
2 107
99 75
4 98
2 192
155
69 0
25 9
81 8
31 9
64 34
Christie Av
Shellmound Street
Shellmound Street
Shellmound Street
Shellmound Street
Ohlone Way
Shellmound Street
BCFF
CE
CC
AF

ACCF CE
ACC
AF
CC
CC
AF
CE
ACC
AF

1. Shellmound Street/Christie Av 2. Shellmound Street/Ohlone Way 3. Shellmound Street/Bay St

4. Shellmound Street/IKEA Exit 5. Shellmound Street/IKEA Entrance 119
3 99
32 3
11 ACE
AE
D
Scenario 1, 2 and 3: Weekend Midday
Peak Hour Intersection Traffic Volumes
Appendix A-4
1 2
3 4
5 C Lane to be converted to transit-only in Scenarios 2 and 3 # Study Intersection Signalized Intersection XX Midday Peak Hour Trac Volumes Temescal Creek
Union Pacic Railroad
Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad Union Pacic Railroad
Union Pacic Railroad
Bay Area Francisco Emeryville/San Hyatt Place
BaySt
BaySt
Christie Ave Christie Ave
Shellmound St
Shellmound Way
Christie Ave
Shellmound St
Bay St
Shellmound St
BaySt
Ohlone Way
Shellmound St
BaySt
40th St
40th St
Shellmound St
Shellmound St
Ikea Entry
Peladeau St
Peladeau St
Powell St Horton St
Hollis St
Stanford Ave
Haru
St
Horton St
Chiron Way
Stanford Ave
Horton St
Hubbard St
Hubbard St
53rd St
Horton St
Sherwin St
Hubbard St
Hubbard St
Hubbard St
Hubbard St
Park Ave
Halleck St
40th St
Hollis St
Horton St
Hubbard St
40th St
Powell St
Powell St Powell St
Powell St
Powell St
Powell St
Powell St
80 80
80 80
80 80
80 80
80 80
80 80
580
580
80 80
&%880
&%580
"!80
86 0
9 5
118
265
81221
9 193
91 3
2 73
6 10
8 86
5 4121
6 73
5 12
9 92
7 8
4 141
123
65 5
105
0 209
175
61 2
19 0
99 5
23 0
43 49
Christie Av
Shellmound Street
Shellmound Street
Shellmound Street
Shellmound Street
Ohlone Way
Shellmound Street
BCFF
CE
CC
AF

ACCF CE
ACC
AF
CC
CC
AF
CE
ACC
AF

1. Shellmound Street/Christie Av 2. Shellmound Street/Ohlone Way 3. Shellmound Street/Bay St

4. Shellmound Street/IKEA Exit 5. Shellmound Street/IKEA Entrance 185
3 100
34 3
46 ACE
AE
D
Scenario 1, 2 and 3: Weekend PM
Peak Hour Intersection Traffic Volumes
Appendix A-5
1 2
3 4
5 C Lane to be converted to transit-only in Scenarios 2 and 3 # Study Intersection Signalized Intersection XX PM Peak Hour Trac Volumes

Appendix B-1:

Scenario 1 HCM 2000 Intersection
Results
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 1: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 25 30 245 21 0 73 0 287 23 0 57 0
Future Volume (vph) 25 30 245 21 0 73 0 287 23 0 57 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 11 12 9 12 12 11 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.6
Lane Util. Factor 0.95 *0.75 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 0.99 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3278 2175 1565 1450 2981 3241
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3278 2175 1565 1450 2981 3241
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 25 30 245 21 0 73 0 287 23 0 57 0
RTOR Reduction (vph) 0 0 170 0 0 68 0 3 0 0 0 0
Lane Group Flow (vph) 0 55 75 21 0 5 0 307 0 0 57 0
Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3
Actuated Green, G (s) 9.2 37.8 8.0 8.0 69.9 42.0
Effective Green, g (s) 8.2 36.8 7.5 7.5 69.4 41.5
Actuated g/C Ratio 0.07 0.31 0.06 0.06 0.58 0.35
Clearance Time (s) 3.6 4.1 4.1 4.2 4.1
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 223 667 97 90 1724 1120
v/s Ratio Prot c0.02 0.03 c0.01 c0.10 0.02
v/s Ratio Perm 0.00
v/c Ratio 0.25 0.11 0.22 0.05 0.18 0.05
Uniform Delay, d1 53.0 29.9 53.5 52.9 11.9 26.1
Progression Factor 1.07 1.77 1.00 1.00 1.00 0.74
Incremental Delay, d2 0.4 0.1 0.8 0.2 0.2 0.1
Delay (s) 56.9 52.9 54.3 53.1 12.1 19.5
Level of Service E D D D B B
Approach Delay (s) 53.6 53.3 12.1 19.5
Approach LOS D D B B
Intersection Summary
HCM 2000 Control Delay 34.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.16
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 36.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 1: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 15 2 10 9 256 26 16 280 27 44 2 16 Future Volume (vph) 15 2 10 9 256 26 16 280 27 44 2 16
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 10 12 9 12 11 9 9 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.97 1.00 1.00 0.98 Flpb, ped/bikes 0.93 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.99 0.97
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.96
Satd. Flow (prot) 1407 1400 1509 3353 1410 1509 2966 1611 Flt Permitted 0.82 1.00 0.95 1.00 1.00 0.95 1.00 0.96
Satd. Flow (perm) 1209 1400 1509 3353 1410 1509 2966 1611 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 15 2 10 9 256 26 16 280 27 44 2 16
RTOR Reduction (vph) 0 11 0 0 0 9 0 5 0 0 57 0
Lane Group Flow (vph) 15 1 0 9 256 17 16 302 0 0 5 0
Confl. Peds. (#/hr) 15 1 5 12 1 15
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Prot Prot
Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2
Actuated Green, G (s) 4.9 4.9 1.6 50.4 50.4 2.0 50.8 6.4 Effective Green, g (s) 4.9 4.9 1.1 50.9 50.9 1.5 51.3 5.9 Actuated g/C Ratio 0.06 0.06 0.01 0.64 0.64 0.02 0.64 0.07 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.0
Lane Grp Cap (vph) 74 85 20 2133 897 28 1901 118
v/s Ratio Prot 0.00 0.01 0.08 c0.01 c0.10 c0.00
v/s Ratio Perm c0.01 0.01
v/c Ratio 0.20 0.01 0.45 0.12 0.02 0.57 0.16 0.04
Uniform Delay, d1 35.7 35.3 39.1 5.7 5.4 38.9 5.7 34.4
Progression Factor 1.00 1.00 0.99 0.73 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.0 5.7 0.1 0.0 16.3 0.2 0.0
Delay (s) 36.2 35.3 44.4 4.3 5.4 55.2 5.9 34.5
Level of Service D D D A A E A C
Approach Delay (s) 35.8 5.6 8.4 34.5
Approach LOS D A A C
Intersection Summary
HCM 2000 Control Delay 10.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.16
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 44.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 1: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 0 4 287 2 2 309
Future Volume (vph) 0 4 287 2 2 309
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 11 11 11 12 9 11
Total Lost time (s) 4.0 4.2 4.0 4.2
Lane Util. Factor 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 0.85 1.00 1.00 1.00
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1450 3237 1509 3189
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1450 3237 1509 3189
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 0 4 287 2 2 309
RTOR Reduction (vph) 0 4 0 0 0 0
Lane Group Flow (vph) 0 0 289 0 2 309
Confl. Peds. (#/hr) 14 10
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8
Actuated Green, G (s) 5.2 61.5 1.6 66.6
Effective Green, g (s) 4.7 62.0 1.1 67.1
Actuated g/C Ratio 0.06 0.78 0.01 0.84
Clearance Time (s) 3.5 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.5 2.0 2.5
Lane Grp Cap (vph) 85 2508 20 2674
v/s Ratio Prot 0.09 0.00 c0.10
v/s Ratio Perm c0.00
v/c Ratio 0.00 0.12 0.10 0.12
Uniform Delay, d1 35.4 2.2 39.0 1.2
Progression Factor 1.00 0.81 0.78 2.72
Incremental Delay, d2 0.0 0.1 0.8 0.1
Delay (s) 35.4 1.9 31.1 3.2
Level of Service D A C A
Approach Delay (s) 35.4 1.9 3.4
Approach LOS D A A
Intersection Summary
HCM 2000 Control Delay 2.9 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.11
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 34.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 1: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 4 2 287 0 0 309
Future Volume (vph) 4 2 287 0 0 309
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 11 12 12 10
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 3241 3129
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 3241 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 4 2 287 0 0 309
RTOR Reduction (vph) 0 2 0 0 0 0
Lane Group Flow (vph) 4 0 287 0 0 309
Confl. Peds. (#/hr) 5
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 1.8 1.8 28.9 28.9
Effective Green, g (s) 1.3 1.3 29.4 29.4
Actuated g/C Ratio 0.03 0.03 0.73 0.73
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 56 50 2382 2299
v/s Ratio Prot c0.00 0.09 c0.10
v/s Ratio Perm 0.00
v/c Ratio 0.07 0.00 0.12 0.13
Uniform Delay, d1 18.8 18.7 1.5 1.6
Progression Factor 1.00 1.00 0.52 2.53
Incremental Delay, d2 0.4 0.0 0.1 0.1
Delay (s) 19.2 18.7 0.9 4.1
Level of Service B B A A
Approach Delay (s) 19.0 0.9 4.1
Approach LOS B A A
Intersection Summary
HCM 2000 Control Delay 2.7 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.13
Actuated Cycle Length (s) 40.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 26.9% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 1: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 2 1 286 20 11 302
Future Volume (vph) 2 1 286 20 11 302
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1550 3094 1509 3129
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1550 3094 1509 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 2 1 286 20 11 302
RTOR Reduction (vph) 0 1 2 0 0 0
Lane Group Flow (vph) 2 0 304 0 11 302
Confl. Peds. (#/hr) 4
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 1.8 7.2 65.1 1.8 69.9
Effective Green, g (s) 1.3 6.7 65.6 1.3 70.4
Actuated g/C Ratio 0.02 0.08 0.82 0.02 0.88
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 28 129 2537 24 2753
v/s Ratio Prot c0.00 0.00 c0.10 c0.01 0.10
v/s Ratio Perm
v/c Ratio 0.07 0.00 0.12 0.46 0.11
Uniform Delay, d1 38.8 33.6 1.4 39.0 0.6
Progression Factor 1.00 1.00 1.00 0.97 0.04
Incremental Delay, d2 1.3 0.0 0.1 5.0 0.1
Delay (s) 40.1 33.6 1.5 42.8 0.1
Level of Service D C A D A
Approach Delay (s) 37.9 1.5 1.6
Approach LOS D A A
Intersection Summary
HCM 2000 Control Delay 1.7 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.13
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 36.1% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 1: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 87 154 578 26 0 89 0 518 28 0 76 0 Future Volume (vph) 87 154 578 26 0 89 0 518 28 0 76 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 11 12 9 12 12 11 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.6
Lane Util. Factor 0.95 *0.75 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 0.99 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3293 2175 1565 1450 2992 3241
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3293 2175 1565 1450 2992 3241
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 87 154 578 26 0 89 0 518 28 0 76 0
RTOR Reduction (vph) 0 0 380 0 0 82 0 2 0 0 0 0
Lane Group Flow (vph) 0 241 198 26 0 7 0 544 0 0 76 0
Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3
Actuated Green, G (s) 13.6 42.2 10.0 10.0 63.5 35.6
Effective Green, g (s) 12.6 41.2 9.5 9.5 63.0 35.1
Actuated g/C Ratio 0.10 0.34 0.08 0.08 0.52 0.29
Clearance Time (s) 3.6 4.1 4.1 4.2 4.1
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 345 746 123 114 1570 947
v/s Ratio Prot c0.07 0.09 c0.02 c0.18 0.02
v/s Ratio Perm 0.00
v/c Ratio 0.70 0.27 0.21 0.06 0.35 0.08
Uniform Delay, d1 51.9 28.5 51.7 51.1 16.5 30.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 0.66
Incremental Delay, d2 5.6 0.1 0.6 0.2 0.6 0.2
Delay (s) 57.5 28.6 52.4 51.3 17.2 20.3
Level of Service E C D D B C
Approach Delay (s) 37.1 51.5 17.2 20.3
Approach LOS D D B C
Intersection Summary
HCM 2000 Control Delay 30.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.33
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 44.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 1: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 74 4 80 11 449 61 97 565 18 17 1 16 Future Volume (vph) 74 4 80 11 449 61 97 565 18 17 1 16 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 10 12 9 12 11 9 9 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.94 1.00 1.00 0.85 Flpb, ped/bikes 0.86 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.97
Satd. Flow (prot) 1304 1400 1509 3353 1364 1509 2994 1362 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 0.97
Satd. Flow (perm) 1009 1400 1509 3353 1364 1509 2994 1362 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 74 4 80 11 449 61 97 565 18 17 1 16
RTOR Reduction (vph) 0 71 0 0 0 31 0 2 0 0 32 0
Lane Group Flow (vph) 74 13 0 11 449 30 97 581 0 0 2 0
Confl. Peds. (#/hr) 71 3 25 50 3 71
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Prot Prot
Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2
Actuated Green, G (s) 12.0 12.0 1.6 38.5 38.5 8.4 45.3 4.8 Effective Green, g (s) 12.0 12.0 1.1 39.0 39.0 7.9 45.8 4.3 Actuated g/C Ratio 0.15 0.15 0.01 0.49 0.49 0.10 0.57 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.0
Lane Grp Cap (vph) 151 210 20 1634 664 149 1714 73
v/s Ratio Prot 0.01 0.01 0.13 c0.06 c0.19 c0.00
v/s Ratio Perm c0.07 0.02
v/c Ratio 0.49 0.06 0.55 0.27 0.04 0.65 0.34 0.03
Uniform Delay, d1 31.2 29.2 39.2 12.1 10.7 34.7 9.1 35.9 Progression Factor 1.00 1.00 1.45 0.27 0.26 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.0 16.9 0.4 0.1 7.5 0.5 0.1
Delay (s) 32.1 29.2 74.0 3.7 2.9 42.2 9.6 35.9
Level of Service C C E A A D A D
Approach Delay (s) 30.6 5.1 14.3 35.9
Approach LOS C A B D
Intersection Summary
HCM 2000 Control Delay 13.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 1: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 44 46 475 62 46 609
Future Volume (vph) 44 46 475 62 46 609
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 11 11 11 12 9 11
Total Lost time (s) 4.0 4.0 4.2 4.0 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1621 1450 3163 1509 3189
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1621 1450 3163 1509 3189
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 44 46 475 62 46 609
RTOR Reduction (vph) 0 38 7 0 0 0
Lane Group Flow (vph) 44 8 530 0 46 609
Confl. Peds. (#/hr) 20 17
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Actuated Green, G (s) 14.4 14.4 48.7 5.2 57.4
Effective Green, g (s) 13.9 13.9 49.2 4.7 57.9
Actuated g/C Ratio 0.17 0.17 0.62 0.06 0.72
Clearance Time (s) 3.5 3.5 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.0 2.5
Lane Grp Cap (vph) 281 251 1945 88 2308
v/s Ratio Prot c0.03 0.17 c0.03 c0.19
v/s Ratio Perm 0.01
v/c Ratio 0.16 0.03 0.27 0.52 0.26
Uniform Delay, d1 28.1 27.5 7.1 36.6 3.8
Progression Factor 1.00 1.00 0.76 1.32 0.45
Incremental Delay, d2 0.1 0.0 0.3 2.5 0.3
Delay (s) 28.2 27.5 5.8 50.7 2.0
Level of Service C C A D A
Approach Delay (s) 27.8 5.8 5.4
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 7.1 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.27
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 1: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 67 87 450 0 0 653
Future Volume (vph) 67 87 450 0 0 653
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 11 12 12 10
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 3241 3129
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 3241 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 67 87 450 0 0 653
RTOR Reduction (vph) 0 76 0 0 0 0
Lane Group Flow (vph) 67 11 450 0 0 653
Confl. Peds. (#/hr) 11
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 5.4 5.4 25.3 25.3
Effective Green, g (s) 4.9 4.9 25.8 25.8
Actuated g/C Ratio 0.12 0.12 0.65 0.65
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 212 189 2090 2018
v/s Ratio Prot c0.04 0.14 c0.21
v/s Ratio Perm 0.01
v/c Ratio 0.32 0.06 0.22 0.32
Uniform Delay, d1 16.0 15.5 2.9 3.2
Progression Factor 1.00 1.00 0.98 1.00
Incremental Delay, d2 0.6 0.1 0.2 0.4
Delay (s) 16.6 15.6 3.1 3.6
Level of Service B B A A
Approach Delay (s) 16.1 3.1 3.6
Approach LOS B A A
Intersection Summary
HCM 2000 Control Delay 4.9 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.32
Actuated Cycle Length (s) 40.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 34.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 1: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 26 20 430 78 160 560
Future Volume (vph) 26 20 430 78 160 560
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1550 3042 1509 3129
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1550 3042 1509 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 26 20 430 78 160 560
RTOR Reduction (vph) 0 14 12 0 0 0
Lane Group Flow (vph) 26 6 496 0 160 560
Confl. Peds. (#/hr) 2 14
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 8.6 24.5 47.8 12.3 63.1
Effective Green, g (s) 8.1 24.0 48.3 11.8 63.6
Actuated g/C Ratio 0.10 0.30 0.60 0.15 0.80
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 175 465 1836 222 2487
v/s Ratio Prot c0.02 0.00 c0.16 c0.11 0.18
v/s Ratio Perm
v/c Ratio 0.15 0.01 0.27 0.72 0.23
Uniform Delay, d1 32.8 19.7 7.5 32.5 2.0
Progression Factor 1.00 1.00 1.00 1.17 0.80
Incremental Delay, d2 0.5 0.0 0.4 9.1 0.2
Delay (s) 33.3 19.7 7.9 47.1 1.9
Level of Service C B A D A
Approach Delay (s) 27.4 7.9 11.9
Approach LOS C A B
Intersection Summary
HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.33
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 48.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 1: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 73 220 587 57 0 118 0 656 48 0 175 0 Future Volume (vph) 73 220 587 57 0 118 0 656 48 0 175 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 11 12 9 12 12 11 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.6
Lane Util. Factor 0.95 *0.75 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 0.99 1.00
Flt Protected 0.99 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3312 2175 1565 1450 2984 3241
Flt Permitted 0.99 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3312 2175 1565 1450 2984 3241
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 73 220 587 57 0 118 0 656 48 0 175 0
RTOR Reduction (vph) 0 0 377 0 0 108 0 3 0 0 0 0
Lane Group Flow (vph) 0 293 210 57 0 10 0 701 0 0 175 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3
Actuated Green, G (s) 15.3 43.9 10.8 10.8 61.0 33.1
Effective Green, g (s) 14.3 42.9 10.3 10.3 60.5 32.6
Actuated g/C Ratio 0.12 0.36 0.09 0.09 0.50 0.27
Clearance Time (s) 3.6 4.1 4.1 4.2 4.1
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 394 777 134 124 1504 880
v/s Ratio Prot c0.09 0.10 c0.04 c0.23 0.05
v/s Ratio Perm 0.01
v/c Ratio 0.74 0.27 0.43 0.08 0.47 0.20
Uniform Delay, d1 51.1 27.4 52.0 50.5 19.3 33.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 0.48
Incremental Delay, d2 7.0 0.1 1.6 0.2 1.0 0.5
Delay (s) 58.1 27.6 53.6 50.7 20.3 16.5
Level of Service E C D D C B
Approach Delay (s) 37.7 51.7 20.3 16.5
Approach LOS D D C B
Intersection Summary
HCM 2000 Control Delay 30.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.44
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 49.3% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 1: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 82 3 91 17 597 140 120 670 29 16 5 15 Future Volume (vph) 82 3 91 17 597 140 120 670 29 16 5 15 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 10 12 9 12 11 9 9 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.94 1.00 1.00 0.86 Flpb, ped/bikes 0.87 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.99 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.97
Satd. Flow (prot) 1307 1400 1509 3353 1368 1509 2985 1398 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 0.97
Satd. Flow (perm) 1009 1400 1509 3353 1368 1509 2985 1398 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 82 3 91 17 597 140 120 670 29 16 5 15
RTOR Reduction (vph) 0 80 0 0 0 73 0 3 0 0 34 0
Lane Group Flow (vph) 82 14 0 17 597 67 120 696 0 0 2 0 Confl. Peds. (#/hr) 70 11 23 52 11 70
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Prot Prot
Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2
Actuated Green, G (s) 12.1 12.1 1.6 38.3 38.3 9.5 46.2 4.8 Effective Green, g (s) 12.1 12.1 1.1 38.8 38.8 9.0 46.7 4.3 Actuated g/C Ratio 0.15 0.15 0.01 0.48 0.48 0.11 0.58 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.0
Lane Grp Cap (vph) 150 209 20 1606 655 167 1720 74
v/s Ratio Prot 0.01 0.01 0.18 c0.08 c0.23 c0.00
v/s Ratio Perm c0.08 0.05
v/c Ratio 0.55 0.07 0.85 0.37 0.10 0.72 0.40 0.03
Uniform Delay, d1 31.9 29.6 39.9 13.4 11.6 34.8 9.5 36.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.2 0.0 126.4 0.7 0.3 11.6 0.7 0.1 Delay (s) 34.1 29.7 166.3 14.0 11.9 46.4 10.2 36.4
Level of Service C C F B B D B D
Approach Delay (s) 31.7 17.1 15.5 36.4
Approach LOS C B B D
Intersection Summary
HCM 2000 Control Delay 18.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 81.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 1: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 58 43 711 121 38 729
Future Volume (vph) 58 43 711 121 38 729
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 11 11 11 12 9 11
Total Lost time (s) 4.0 4.0 4.2 4.0 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1621 1450 3142 1509 3189
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1621 1450 3142 1509 3189
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 58 43 711 121 38 729
RTOR Reduction (vph) 0 36 10 0 0 0
Lane Group Flow (vph) 58 7 822 0 38 729
Confl. Peds. (#/hr) 24 18
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Actuated Green, G (s) 14.4 14.4 48.9 5.0 57.4
Effective Green, g (s) 13.9 13.9 49.4 4.5 57.9
Actuated g/C Ratio 0.17 0.17 0.62 0.06 0.72
Clearance Time (s) 3.5 3.5 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.0 2.5
Lane Grp Cap (vph) 281 251 1940 84 2308
v/s Ratio Prot c0.04 c0.26 c0.03 0.23
v/s Ratio Perm 0.01
v/c Ratio 0.21 0.03 0.42 0.45 0.32
Uniform Delay, d1 28.3 27.4 7.9 36.6 4.0
Progression Factor 1.00 1.00 1.41 1.00 1.00
Incremental Delay, d2 0.1 0.0 0.7 1.4 0.4
Delay (s) 28.5 27.5 11.9 38.0 4.3
Level of Service C C B D A
Approach Delay (s) 28.0 11.9 6.0
Approach LOS C B A
Intersection Summary
HCM 2000 Control Delay 10.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.38
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 48.5% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 1: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 64 73 759 0 0 787
Future Volume (vph) 64 73 759 0 0 787
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 11 12 12 10
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 3241 3129
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 3241 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 64 73 759 0 0 787
RTOR Reduction (vph) 0 64 0 0 0 0
Lane Group Flow (vph) 64 9 759 0 0 787
Confl. Peds. (#/hr) 15
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 5.4 5.4 25.3 25.3
Effective Green, g (s) 4.9 4.9 25.8 25.8
Actuated g/C Ratio 0.12 0.12 0.65 0.65
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 212 189 2090 2018
v/s Ratio Prot c0.04 0.23 c0.25
v/s Ratio Perm 0.01
v/c Ratio 0.30 0.05 0.36 0.39
Uniform Delay, d1 16.0 15.5 3.3 3.4
Progression Factor 1.00 1.00 1.00 1.20
Incremental Delay, d2 0.6 0.1 0.5 0.6
Delay (s) 16.6 15.6 3.8 4.6
Level of Service B B A A
Approach Delay (s) 16.0 3.8 4.6
Approach LOS B A A
Intersection Summary
HCM 2000 Control Delay 5.2 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.38
Actuated Cycle Length (s) 40.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 38.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 1: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 17 18 741 91 87 764
Future Volume (vph) 17 18 741 91 87 764
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1550 3066 1509 3129
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1550 3066 1509 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 17 18 741 91 87 764
RTOR Reduction (vph) 0 14 7 0 0 0
Lane Group Flow (vph) 17 4 825 0 87 764
Confl. Peds. (#/hr) 2 19
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 8.6 20.6 52.3 8.4 63.7
Effective Green, g (s) 8.1 20.1 52.8 7.9 64.2
Actuated g/C Ratio 0.10 0.25 0.66 0.10 0.80
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 174 386 2008 147 2492
v/s Ratio Prot c0.01 0.00 c0.27 c0.06 0.24
v/s Ratio Perm
v/c Ratio 0.10 0.01 0.41 0.59 0.31
Uniform Delay, d1 32.9 22.8 6.6 34.8 2.2
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.0 0.6 4.2 0.3
Delay (s) 33.2 22.8 7.2 39.0 2.5
Level of Service C C A D A
Approach Delay (s) 27.9 7.2 6.3
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 7.1 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.39
Actuated Cycle Length (s) 80.6 Sum of lost time (s) 11.8 Intersection Capacity Utilization 50.1% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 1: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 107 229 842 71 0 129 0 789 100 0 176 0 Future Volume (vph) 107 229 842 71 0 129 0 789 100 0 176 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 11 12 9 12 12 11 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.6
Lane Util. Factor 0.95 *0.75 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 0.98 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3333 2197 1580 1464 2992 3273
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3333 2197 1580 1464 2992 3273
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 107 229 842 71 0 129 0 789 100 0 176 0
RTOR Reduction (vph) 0 0 534 0 0 117 0 7 0 0 0 0
Lane Group Flow (vph) 0 336 308 71 0 12 0 882 0 0 176 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3
Actuated Green, G (s) 16.3 44.9 11.4 11.4 59.4 31.5
Effective Green, g (s) 15.3 43.9 10.9 10.9 58.9 31.0
Actuated g/C Ratio 0.13 0.37 0.09 0.09 0.49 0.26
Clearance Time (s) 3.6 4.1 4.1 4.2 4.1
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 424 803 143 132 1468 845
v/s Ratio Prot c0.10 0.14 c0.04 c0.29 0.05
v/s Ratio Perm 0.01
v/c Ratio 0.79 0.38 0.50 0.09 0.60 0.21
Uniform Delay, d1 50.8 28.1 51.9 50.0 22.1 34.9
Progression Factor 1.14 3.05 1.00 1.00 0.24 0.44
Incremental Delay, d2 8.5 0.2 2.0 0.2 1.6 0.6
Delay (s) 66.5 85.9 53.9 50.2 6.9 16.1
Level of Service E F D D A B
Approach Delay (s) 80.4 51.5 6.9 16.1
Approach LOS F D A B
Intersection Summary
HCM 2000 Control Delay 46.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 56.4% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 1: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 99 3 119 12 738 126 189 865 35 32 3 11 Future Volume (vph) 99 3 119 12 738 126 189 865 35 32 3 11 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 10 12 9 12 11 9 9 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.93 1.00 0.99 0.90 Flpb, ped/bikes 0.75 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.99 0.97
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.96
Satd. Flow (prot) 1145 1414 1524 3386 1359 1524 2993 1491 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 0.96
Satd. Flow (perm) 876 1414 1524 3386 1359 1524 2993 1491 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 99 3 119 12 738 126 189 865 35 32 3 11
RTOR Reduction (vph) 0 101 0 0 0 59 0 2 0 0 44 0
Lane Group Flow (vph) 99 21 0 12 738 67 189 898 0 0 2 0 Confl. Peds. (#/hr) 151 22 121 151
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Prot Prot
Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2
Actuated Green, G (s) 20.5 20.5 3.2 47.2 47.2 29.6 73.6 6.4 Effective Green, g (s) 20.5 20.5 2.7 47.7 47.7 29.1 74.1 5.9 Actuated g/C Ratio 0.17 0.17 0.02 0.40 0.40 0.24 0.62 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.0
Lane Grp Cap (vph) 149 241 34 1345 540 369 1848 73
v/s Ratio Prot 0.01 0.01 c0.22 0.12 c0.30 c0.00
v/s Ratio Perm c0.11 0.05
v/c Ratio 0.66 0.09 0.35 0.55 0.12 0.51 0.49 0.03
Uniform Delay, d1 46.5 41.9 57.8 27.9 22.9 39.3 12.5 54.3 Progression Factor 1.00 1.00 0.78 0.67 0.53 0.80 0.60 1.00 Incremental Delay, d2 8.3 0.1 2.1 1.5 0.4 0.4 0.8 0.1
Delay (s) 54.9 41.9 47.4 20.2 12.6 31.8 8.2 54.4
Level of Service D D D C B C A D
Approach Delay (s) 47.7 19.5 12.3 54.4
Approach LOS D B B D
Intersection Summary
HCM 2000 Control Delay 19.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 59.8% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 1: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 99 107 769 177 92 883
Future Volume (vph) 99 107 769 177 92 883
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 11 11 11 12 9 11
Total Lost time (s) 4.0 4.0 4.2 4.0 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.97 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1637 1464 3124 1524 3221
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1637 1464 3124 1524 3221
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 99 107 769 177 92 883
RTOR Reduction (vph) 0 90 11 0 0 0
Lane Group Flow (vph) 99 17 935 0 92 883
Confl. Peds. (#/hr) 41 26
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Actuated Green, G (s) 19.6 19.6 76.8 11.9 92.2
Effective Green, g (s) 19.1 19.1 77.3 11.4 92.7
Actuated g/C Ratio 0.16 0.16 0.64 0.10 0.77
Clearance Time (s) 3.5 3.5 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.0 2.5
Lane Grp Cap (vph) 260 233 2012 144 2488
v/s Ratio Prot c0.06 c0.30 c0.06 0.27
v/s Ratio Perm 0.01
v/c Ratio 0.38 0.07 0.46 0.64 0.35
Uniform Delay, d1 45.2 42.9 10.8 52.3 4.3
Progression Factor 1.00 1.00 0.56 0.75 1.67
Incremental Delay, d2 0.3 0.0 0.7 5.9 0.4
Delay (s) 45.5 43.0 6.8 45.0 7.5
Level of Service D D A D A
Approach Delay (s) 44.2 6.8 11.1
Approach LOS D A B
Intersection Summary
HCM 2000 Control Delay 12.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.47
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 1: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 155 192 754 0 0 982
Future Volume (vph) 155 192 754 0 0 982
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 11 12 12 10
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1750 1565 3273 3160
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1750 1565 3273 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 155 192 754 0 0 982
RTOR Reduction (vph) 0 108 0 0 0 0
Lane Group Flow (vph) 155 84 754 0 0 982
Confl. Peds. (#/hr) 35
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 10.9 10.9 39.8 39.8
Effective Green, g (s) 10.4 10.4 40.3 40.3
Actuated g/C Ratio 0.17 0.17 0.67 0.67
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 303 271 2198 2122
v/s Ratio Prot c0.09 0.23 c0.31
v/s Ratio Perm 0.05
v/c Ratio 0.51 0.31 0.34 0.46
Uniform Delay, d1 22.5 21.7 4.2 4.7
Progression Factor 1.00 1.00 1.60 0.76
Incremental Delay, d2 1.1 0.5 0.4 0.7
Delay (s) 23.6 22.1 7.1 4.3
Level of Service C C A A
Approach Delay (s) 22.8 7.1 4.3
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 8.4 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.47
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 1: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 34 64 690 259 319 818
Future Volume (vph) 34 64 690 259 319 818
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.96 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1750 1565 2963 1524 3160
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1750 1565 2963 1524 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 34 64 690 259 319 818
RTOR Reduction (vph) 0 27 20 0 0 0
Lane Group Flow (vph) 34 37 929 0 319 818
Confl. Peds. (#/hr) 6 47
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 10.5 44.0 68.3 29.9 101.2
Effective Green, g (s) 10.0 43.5 68.8 29.4 101.7
Actuated g/C Ratio 0.08 0.36 0.57 0.24 0.85
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 145 567 1698 373 2678
v/s Ratio Prot c0.02 0.02 c0.31 c0.21 0.26
v/s Ratio Perm
v/c Ratio 0.23 0.07 0.55 0.86 0.31
Uniform Delay, d1 51.4 25.0 15.9 43.3 1.9
Progression Factor 1.00 1.00 1.00 1.03 0.66
Incremental Delay, d2 1.0 0.1 1.3 15.4 0.3
Delay (s) 52.4 25.0 17.2 60.0 1.5
Level of Service D C B E A
Approach Delay (s) 34.5 17.2 17.9
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 1: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 118 265 812 91 0 193 0 860 95 0 219 0 Future Volume (vph) 118 265 812 91 0 193 0 860 95 0 219 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 11 12 9 12 12 11 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.6
Lane Util. Factor 0.95 *0.75 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 0.99 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3335 2197 1580 1464 2998 3273
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3335 2197 1580 1464 2998 3273
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 118 265 812 91 0 193 0 860 95 0 219 0
RTOR Reduction (vph) 0 0 507 0 0 174 0 6 0 0 0 0
Lane Group Flow (vph) 0 383 305 91 0 19 0 949 0 0 219 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3
Actuated Green, G (s) 17.5 46.1 12.3 12.3 57.3 29.4
Effective Green, g (s) 16.5 45.1 11.8 11.8 56.8 28.9
Actuated g/C Ratio 0.14 0.38 0.10 0.10 0.47 0.24
Clearance Time (s) 3.6 4.1 4.1 4.2 4.1
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 458 825 155 143 1419 788
v/s Ratio Prot c0.11 0.14 c0.06 c0.32 0.07
v/s Ratio Perm 0.01
v/c Ratio 0.84 0.37 0.59 0.13 0.67 0.28
Uniform Delay, d1 50.4 27.1 51.8 49.4 24.4 37.1
Progression Factor 1.07 2.94 1.00 1.00 1.00 0.42
Incremental Delay, d2 11.0 0.2 4.6 0.3 2.5 0.9
Delay (s) 65.1 80.0 56.4 49.7 26.9 16.3
Level of Service E E E D C B
Approach Delay (s) 75.2 51.9 26.9 16.3
Approach LOS E D C B
Intersection Summary
HCM 2000 Control Delay 50.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 63.8% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 1: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 100 3 185 32 736 108 216 865 41 34 3 46 Future Volume (vph) 100 3 185 32 736 108 216 865 41 34 3 46 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 10 12 9 12 11 9 9 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.94 1.00 0.98 0.75 Flpb, ped/bikes 0.72 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.99 0.93
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.98
Satd. Flow (prot) 1101 1414 1524 3386 1378 1524 2977 1205 Flt Permitted 0.70 1.00 0.95 1.00 1.00 0.95 1.00 0.98
Satd. Flow (perm) 815 1414 1524 3386 1378 1524 2977 1205 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 100 3 185 32 736 108 216 865 41 34 3 46 RTOR Reduction (vph) 0 156 0 0 0 60 0 2 0 0 79 0
Lane Group Flow (vph) 100 32 0 32 736 48 216 904 0 0 4 0 Confl. Peds. (#/hr) 190 18 158 190
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Prot Prot
Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2
Actuated Green, G (s) 17.5 17.5 5.1 41.0 41.0 28.8 64.7 6.4 Effective Green, g (s) 17.5 17.5 4.6 41.5 41.5 28.3 65.2 5.9 Actuated g/C Ratio 0.16 0.16 0.04 0.38 0.38 0.26 0.59 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.0
Lane Grp Cap (vph) 129 224 63 1277 519 392 1764 64
v/s Ratio Prot 0.02 0.02 c0.22 0.14 c0.30 c0.00
v/s Ratio Perm c0.12 0.03
v/c Ratio 0.78 0.14 0.51 0.58 0.09 0.55 0.51 0.07
Uniform Delay, d1 44.4 39.8 51.6 27.3 22.1 35.4 13.1 49.4 Progression Factor 1.00 1.00 0.69 0.67 0.83 1.00 1.00 1.00 Incremental Delay, d2 22.8 0.1 2.2 1.8 0.3 1.0 1.1 0.2
Delay (s) 67.1 39.9 37.6 19.9 18.6 36.3 14.2 49.6
Level of Service E D D B B D B D
Approach Delay (s) 49.4 20.4 18.4 49.6
Approach LOS D C B D
Intersection Summary
HCM 2000 Control Delay 24.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 63.3% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 1: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 123 141 735 129 84 927
Future Volume (vph) 123 141 735 129 84 927
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 11 11 11 12 9 11
Total Lost time (s) 4.0 4.0 4.2 4.0 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1637 1464 3128 1524 3221
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1637 1464 3128 1524 3221
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 123 141 735 129 84 927
RTOR Reduction (vph) 0 116 8 0 0 0
Lane Group Flow (vph) 123 25 856 0 84 927
Confl. Peds. (#/hr) 65 52
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Actuated Green, G (s) 19.7 19.7 69.3 9.3 82.1
Effective Green, g (s) 19.2 19.2 69.8 8.8 82.6
Actuated g/C Ratio 0.17 0.17 0.63 0.08 0.75
Clearance Time (s) 3.5 3.5 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.0 2.5
Lane Grp Cap (vph) 285 255 1984 121 2418
v/s Ratio Prot c0.08 c0.27 c0.06 0.29
v/s Ratio Perm 0.02
v/c Ratio 0.43 0.10 0.43 0.69 0.38
Uniform Delay, d1 40.5 38.1 10.1 49.3 4.8
Progression Factor 1.00 1.00 0.48 0.73 2.54
Incremental Delay, d2 0.4 0.1 0.7 11.5 0.4
Delay (s) 40.9 38.2 5.5 47.4 12.6
Level of Service D D A D B
Approach Delay (s) 39.5 5.5 15.5
Approach LOS D A B
Intersection Summary
HCM 2000 Control Delay 14.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 51.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 1: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 175 209 655 0 0 1050
Future Volume (vph) 175 209 655 0 0 1050
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 11 12 12 10
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 0.95 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1750 1565 3273 3160
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1750 1565 3273 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 175 209 655 0 0 1050
RTOR Reduction (vph) 0 72 0 0 0 0
Lane Group Flow (vph) 175 137 655 0 0 1050
Confl. Peds. (#/hr) 28
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 11.1 11.1 34.6 34.6
Effective Green, g (s) 10.6 10.6 35.1 35.1
Actuated g/C Ratio 0.19 0.19 0.64 0.64
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 337 301 2088 2016
v/s Ratio Prot c0.10 0.20 c0.33
v/s Ratio Perm 0.09
v/c Ratio 0.52 0.46 0.31 0.52
Uniform Delay, d1 19.9 19.6 4.5 5.4
Progression Factor 1.00 1.00 1.42 0.77
Incremental Delay, d2 1.0 0.8 0.4 0.9
Delay (s) 20.9 20.4 6.8 5.1
Level of Service C C A A
Approach Delay (s) 20.7 6.8 5.1
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 8.5 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 48.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 1: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 49 43 612 190 230 995
Future Volume (vph) 49 43 612 190 230 995
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.96 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1750 1565 3008 1524 3160
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1750 1565 3008 1524 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 49 43 612 190 230 995
RTOR Reduction (vph) 0 29 14 0 0 0
Lane Group Flow (vph) 49 14 788 0 230 995
Confl. Peds. (#/hr) 9 30
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 10.7 35.6 66.7 21.3 91.0
Effective Green, g (s) 10.2 35.1 67.2 20.8 91.5
Actuated g/C Ratio 0.09 0.32 0.61 0.19 0.83
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 162 499 1837 288 2628
v/s Ratio Prot c0.03 0.01 c0.26 c0.15 0.31
v/s Ratio Perm
v/c Ratio 0.30 0.03 0.43 0.80 0.38
Uniform Delay, d1 46.6 25.7 11.3 42.6 2.3
Progression Factor 1.00 1.00 1.00 0.95 1.21
Incremental Delay, d2 1.3 0.0 0.7 12.1 0.4
Delay (s) 47.9 25.8 12.0 52.7 3.1
Level of Service D C B D A
Approach Delay (s) 37.5 12.0 12.4
Approach LOS D B B
Intersection Summary
HCM 2000 Control Delay 13.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 56.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group

Appendix B-2:

Scenario 2 HCM 2000 Intersection
Results
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 2: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 25 30 245 21 0 73 0 287 23 0 57 0
Future Volume (vph) 25 30 245 21 0 73 0 287 23 0 57 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3278 2175 1565 1350 1588 1481 3129
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3278 2175 1565 1350 1588 1481 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 25 30 245 21 0 73 0 287 23 0 57 0
RTOR Reduction (vph) 0 0 0 0 0 68 0 0 11 0 0 0
Lane Group Flow (vph) 0 55 245 21 0 5 0 287 12 0 57 0
Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 16.8 29.4 8.0 8.0 62.3 62.3 50.5
Effective Green, g (s) 15.8 28.4 7.5 7.5 61.8 62.3 50.0 Actuated g/C Ratio 0.13 0.24 0.06 0.06 0.51 0.52 0.42
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 431 514 97 84 817 768 1303
v/s Ratio Prot 0.02 c0.11 c0.01 c0.18 0.02
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.13 0.48 0.22 0.05 0.35 0.02 0.04
Uniform Delay, d1 46.0 39.4 53.5 52.9 17.2 14.0 20.8
Progression Factor 0.94 0.96 1.00 1.00 1.00 1.00 0.67
Incremental Delay, d2 0.1 0.5 0.8 0.2 1.2 0.0 0.1
Delay (s) 43.5 38.2 54.3 53.1 18.4 14.0 14.0
Level of Service D D D D B B B
Approach Delay (s) 39.1 53.4 18.1 14.0
Approach LOS D D B B
Intersection Summary
HCM 2000 Control Delay 30.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.34
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 43.4% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 2: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 15 2 10 9 256 26 16 280 27 44 2 16 Future Volume (vph) 15 2 10 9 256 26 16 280 27 44 2 16
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 5.2 5.2 4.0 5.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.96 0.97 Flpb, ped/bikes 0.89 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.97
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (prot) 1339 1450 1509 1588 1426 1509 1647 1433 1590 Flt Permitted 0.82 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (perm) 1151 1450 1509 1588 1426 1509 1647 1433 1590 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 15 2 10 9 256 26 16 280 27 44 2 16
RTOR Reduction (vph) 0 11 0 0 0 10 0 0 10 0 57 0
Lane Group Flow (vph) 15 1 0 9 256 16 16 280 17 0 5 0
Confl. Peds. (#/hr) 15 1 5 12 1 15
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 4.9 4.9 1.6 50.4 50.4 2.0 50.8 50.8 6.4 Effective Green, g (s) 4.9 4.9 1.1 49.9 49.9 1.5 50.3 50.8 5.9 Actuated g/C Ratio 0.06 0.06 0.01 0.62 0.62 0.02 0.63 0.63 0.07 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 70 88 20 990 889 28 1035 909 117
v/s Ratio Prot 0.00 0.01 0.16 c0.01 c0.17 c0.00
v/s Ratio Perm c0.01 0.01 0.01
v/c Ratio 0.21 0.01 0.45 0.26 0.02 0.57 0.27 0.02 0.04
Uniform Delay, d1 35.7 35.3 39.1 6.8 5.7 38.9 6.6 5.4 34.4 Progression Factor 1.00 1.00 1.35 0.25 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.0 5.7 0.6 0.0 16.3 0.6 0.0 0.1 Delay (s) 36.3 35.3 58.7 2.3 5.8 55.2 7.3 5.4 34.5
Level of Service D D E A A E A A C
Approach Delay (s) 35.8 4.4 9.5 34.5
Approach LOS D A A C
Intersection Summary
HCM 2000 Control Delay 10.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.25
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 17.8 Intersection Capacity Utilization 44.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 2: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 0 4 287 2 2 309
Future Volume (vph) 0 4 287 2 2 309
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 5.2 4.7 4.0 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.95 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 0.85 1.00 0.85 1.00 1.00
Flt Protected 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1400 1647 1432 1509 1594
Flt Permitted 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1400 1647 1432 1509 1594
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 0 4 287 2 2 309
RTOR Reduction (vph) 0 4 0 0 0 0
Lane Group Flow (vph) 0 0 287 2 2 309
Confl. Peds. (#/hr) 14 10
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2
Actuated Green, G (s) 5.2 61.5 61.5 1.6 66.6
Effective Green, g (s) 4.7 61.0 61.5 1.1 66.1
Actuated g/C Ratio 0.06 0.76 0.77 0.01 0.83
Clearance Time (s) 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 82 1255 1100 20 1317
v/s Ratio Prot 0.17 0.00 c0.19
v/s Ratio Perm c0.00 0.00
v/c Ratio 0.00 0.23 0.00 0.10 0.23
Uniform Delay, d1 35.4 2.7 2.1 39.0 1.5
Progression Factor 1.00 0.79 1.00 1.13 0.54
Incremental Delay, d2 0.0 0.4 0.0 0.8 0.4
Delay (s) 35.4 2.6 2.1 44.8 1.2
Level of Service D A A D A
Approach Delay (s) 35.4 2.6 1.5
Approach LOS D A A
Intersection Summary
HCM 2000 Control Delay 2.2 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.23
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 13.2 Intersection Capacity Utilization 35.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 2: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 4 2 287 0 0 309
Future Volume (vph) 4 2 287 0 0 309
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 5.2 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 1647 1588
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 1647 1588
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 4 2 287 0 0 309
RTOR Reduction (vph) 0 2 0 0 0 0
Lane Group Flow (vph) 4 0 287 0 0 309
Confl. Peds. (#/hr) 5
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 1.8 1.8 28.9 28.9
Effective Green, g (s) 1.3 1.3 28.4 28.4
Actuated g/C Ratio 0.03 0.03 0.71 0.71
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 56 50 1169 1127
v/s Ratio Prot c0.00 0.17 c0.19
v/s Ratio Perm 0.00
v/c Ratio 0.07 0.00 0.25 0.27
Uniform Delay, d1 18.8 18.7 2.0 2.1
Progression Factor 1.00 1.00 0.51 0.63
Incremental Delay, d2 0.4 0.0 0.5 0.6
Delay (s) 19.2 18.7 1.5 1.9
Level of Service B B A A
Approach Delay (s) 19.0 1.5 1.9
Approach LOS B A A
Intersection Summary
HCM 2000 Control Delay 1.9 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.27
Actuated Cycle Length (s) 40.0 Sum of lost time (s) 10.3 Intersection Capacity Utilization 33.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 2: A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 2 1 286 20 11 302
Future Volume (vph) 2 1 286 20 11 302
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 5.2 3.5 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1500 1630 1509 1647
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1500 1630 1509 1647
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 2 1 286 20 11 302
RTOR Reduction (vph) 0 1 1 0 0 0
Lane Group Flow (vph) 2 0 305 0 11 302
Confl. Peds. (#/hr) 4
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 1.8 7.2 65.1 1.8 69.9
Effective Green, g (s) 1.3 6.7 64.6 1.3 69.4
Actuated g/C Ratio 0.02 0.08 0.81 0.02 0.87
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 28 125 1316 24 1428
v/s Ratio Prot c0.00 0.00 c0.19 c0.01 0.18
v/s Ratio Perm
v/c Ratio 0.07 0.00 0.23 0.46 0.21
Uniform Delay, d1 38.8 33.6 1.8 39.0 0.9
Progression Factor 1.00 1.00 1.00 1.00 0.04
Incremental Delay, d2 1.3 0.0 0.4 4.9 0.3
Delay (s) 40.1 33.6 2.2 43.8 0.4
Level of Service D C A D A
Approach Delay (s) 37.9 2.2 1.9
Approach LOS D A A
Intersection Summary
HCM 2000 Control Delay 2.2 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.23
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.8 Intersection Capacity Utilization 36.9% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 2: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 87 154 578 26 0 89 0 518 28 0 76 0 Future Volume (vph) 87 154 578 26 0 89 0 518 28 0 76 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3293 2175 1565 1350 1588 1480 3129
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3293 2175 1565 1350 1588 1480 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 87 154 578 26 0 89 0 518 28 0 76 0
RTOR Reduction (vph) 0 0 0 0 0 82 0 0 18 0 0 0
Lane Group Flow (vph) 0 241 578 26 0 7 0 518 10 0 76 0
Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 32.4 40.0 10.1 10.1 44.6 44.6 37.8 Effective Green, g (s) 31.4 39.0 9.6 9.6 44.1 44.6 37.3 Actuated g/C Ratio 0.26 0.32 0.08 0.08 0.37 0.37 0.31
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 861 706 125 108 583 550 972
v/s Ratio Prot 0.07 c0.27 c0.02 c0.33 0.02
v/s Ratio Perm 0.01 0.01
v/c Ratio 0.28 0.82 0.21 0.07 0.89 0.02 0.08
Uniform Delay, d1 35.3 37.2 51.6 51.1 35.6 23.9 29.2
Progression Factor 0.91 0.91 1.00 1.00 1.00 1.00 0.48
Incremental Delay, d2 0.1 6.9 0.6 0.2 18.1 0.1 0.2
Delay (s) 32.2 40.7 52.2 51.2 53.7 23.9 14.2
Level of Service C D D D D C B
Approach Delay (s) 38.2 51.5 52.2 14.2
Approach LOS D D D B
Intersection Summary
HCM 2000 Control Delay 42.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 2: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 74 4 80 11 449 61 97 565 18 17 1 16 Future Volume (vph) 74 4 80 11 449 61 97 565 18 17 1 16 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 5.2 5.2 4.0 5.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 1.00 0.90 0.74 Flpb, ped/bikes 0.77 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (prot) 1168 1450 1509 1588 1398 1509 1647 1343 1197 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (perm) 904 1450 1509 1588 1398 1509 1647 1343 1197 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 74 4 80 11 449 61 97 565 18 17 1 16
RTOR Reduction (vph) 0 71 0 0 0 32 0 0 8 0 32 0
Lane Group Flow (vph) 74 13 0 11 449 29 97 565 10 0 2 0 Confl. Peds. (#/hr) 71 3 25 50 3 71
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 12.0 12.0 1.6 38.9 38.9 8.0 45.3 45.3 4.8 Effective Green, g (s) 12.0 12.0 1.1 38.4 38.4 7.5 44.8 45.3 4.3 Actuated g/C Ratio 0.15 0.15 0.01 0.48 0.48 0.09 0.56 0.57 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 135 217 20 762 671 141 922 760 64
v/s Ratio Prot 0.01 0.01 0.28 c0.06 c0.34 c0.00
v/s Ratio Perm c0.08 0.02 0.01
v/c Ratio 0.55 0.06 0.55 0.59 0.04 0.69 0.61 0.01 0.03
Uniform Delay, d1 31.5 29.2 39.2 15.1 11.0 35.1 11.8 7.6 35.9 Progression Factor 1.00 1.00 1.38 0.48 2.13 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.0 16.0 3.1 0.1 10.6 3.0 0.0 0.1 Delay (s) 33.9 29.2 70.0 10.4 23.6 45.7 14.8 7.6 35.9
Level of Service C C E B C D B A D
Approach Delay (s) 31.4 13.2 19.0 35.9
Approach LOS C B B D
Intersection Summary
HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 17.8 Intersection Capacity Utilization 65.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 2: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 44 46 475 62 46 609
Future Volume (vph) 44 46 475 62 46 609
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 5.2 4.7 4.0 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1565 1400 1647 1411 1509 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1565 1400 1647 1411 1509 1594
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 44 46 475 62 46 609
RTOR Reduction (vph) 0 38 0 19 0 0
Lane Group Flow (vph) 44 8 475 43 46 609
Confl. Peds. (#/hr) 20 17
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 14.4 14.4 48.9 48.9 5.0 57.4
Effective Green, g (s) 13.9 13.9 48.4 48.9 4.5 56.9
Actuated g/C Ratio 0.17 0.17 0.60 0.61 0.06 0.71
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 271 243 996 862 84 1133
v/s Ratio Prot c0.03 0.29 0.03 c0.38
v/s Ratio Perm 0.01 0.03
v/c Ratio 0.16 0.03 0.48 0.05 0.55 0.54
Uniform Delay, d1 28.1 27.5 8.8 6.2 36.8 5.4
Progression Factor 1.00 1.00 0.71 0.73 1.20 0.82
Incremental Delay, d2 0.1 0.0 1.6 0.1 3.4 1.6
Delay (s) 28.2 27.5 7.8 4.7 47.5 6.0
Level of Service C C A A D A
Approach Delay (s) 27.8 7.5 8.9
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 9.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 13.2 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 2: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 67 87 450 0 0 653
Future Volume (vph) 67 87 450 0 0 653
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 5.2 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 1647 1588
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 1647 1588
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 67 87 450 0 0 653
RTOR Reduction (vph) 0 76 0 0 0 0
Lane Group Flow (vph) 67 11 450 0 0 653
Confl. Peds. (#/hr) 11
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 5.4 5.4 25.3 25.3
Effective Green, g (s) 4.9 4.9 24.8 24.8
Actuated g/C Ratio 0.12 0.12 0.62 0.62
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 212 189 1021 984
v/s Ratio Prot c0.04 0.27 c0.41
v/s Ratio Perm 0.01
v/c Ratio 0.32 0.06 0.44 0.66
Uniform Delay, d1 16.0 15.5 4.0 4.9
Progression Factor 1.00 1.00 1.46 1.15
Incremental Delay, d2 0.6 0.1 1.2 3.1
Delay (s) 16.6 15.6 7.0 8.8
Level of Service B B A A
Approach Delay (s) 16.1 7.0 8.8
Approach LOS B A A
Intersection Summary
HCM 2000 Control Delay 9.0 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 40.0 Sum of lost time (s) 10.3 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 2: Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 26 20 430 78 160 560
Future Volume (vph) 26 20 430 78 160 560
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 5.2 3.5 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1500 1605 1509 1647
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1500 1605 1509 1647
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 26 20 430 78 160 560
RTOR Reduction (vph) 0 14 5 0 0 0
Lane Group Flow (vph) 26 6 503 0 160 560
Confl. Peds. (#/hr) 2 14
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 8.6 24.5 47.8 12.3 63.1
Effective Green, g (s) 8.1 24.0 47.3 11.8 62.6
Actuated g/C Ratio 0.10 0.30 0.59 0.15 0.78
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 175 450 948 222 1288
v/s Ratio Prot c0.02 0.00 c0.31 c0.11 0.34
v/s Ratio Perm
v/c Ratio 0.15 0.01 0.53 0.72 0.43
Uniform Delay, d1 32.8 19.7 9.7 32.5 2.9
Progression Factor 1.00 1.00 1.00 0.95 0.63
Incremental Delay, d2 0.5 0.0 2.1 8.1 0.9
Delay (s) 33.3 19.7 11.9 39.0 2.7
Level of Service C B B D A
Approach Delay (s) 27.4 11.9 10.8
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.8 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 2: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 73 220 587 57 0 118 0 656 48 0 175 0 Future Volume (vph) 73 220 587 57 0 118 0 656 48 0 175 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.6
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.99 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3312 2175 1565 1350 1588 1480 3129
Flt Permitted 0.99 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3312 2175 1565 1350 1588 1480 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 73 220 587 57 0 118 0 656 48 0 175 0
RTOR Reduction (vph) 0 0 0 0 0 108 0 0 27 0 0 0
Lane Group Flow (vph) 0 293 587 57 0 10 0 656 21 0 175 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 24.0 44.6 10.8 10.8 52.3 52.3 32.4 Effective Green, g (s) 23.0 43.6 10.3 10.3 51.8 52.3 31.9 Actuated g/C Ratio 0.19 0.36 0.09 0.09 0.43 0.44 0.27
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.1
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 634 790 134 115 685 645 831
v/s Ratio Prot 0.09 c0.27 c0.04 c0.41 0.06
v/s Ratio Perm 0.01 0.01
v/c Ratio 0.46 0.74 0.43 0.09 0.96 0.03 0.21
Uniform Delay, d1 43.0 33.3 52.0 50.5 33.0 19.4 34.3
Progression Factor 1.01 0.90 1.00 1.00 1.00 1.00 0.32
Incremental Delay, d2 0.4 3.4 1.6 0.2 25.4 0.1 0.6
Delay (s) 43.8 33.5 53.6 50.8 58.5 19.5 11.7
Level of Service D C D D E B B
Approach Delay (s) 36.9 51.7 55.8 11.7
Approach LOS D D E B
Intersection Summary
HCM 2000 Control Delay 42.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.8 Intersection Capacity Utilization 65.0% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 2: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 82 3 91 17 597 140 120 670 29 16 5 15 Future Volume (vph) 82 3 91 17 597 140 120 670 29 16 5 15 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.97 1.00 1.00 0.89 0.77 Flpb, ped/bikes 0.78 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (prot) 1177 1450 1509 1588 1401 1509 1647 1339 1252 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (perm) 909 1450 1509 1588 1401 1509 1647 1339 1252 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 82 3 91 17 597 140 120 670 29 16 5 15
RTOR Reduction (vph) 0 80 0 0 0 61 0 0 13 0 34 0
Lane Group Flow (vph) 82 14 0 17 597 79 120 670 16 0 2 0 Confl. Peds. (#/hr) 70 11 23 52 11 70
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 12.1 12.1 1.6 37.5 37.5 9.3 45.2 45.2 4.8 Effective Green, g (s) 12.1 12.1 1.1 38.0 38.0 8.8 45.7 45.2 4.3 Actuated g/C Ratio 0.15 0.15 0.01 0.48 0.48 0.11 0.57 0.57 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 137 219 20 754 665 165 940 756 67
v/s Ratio Prot 0.01 0.01 c0.38 c0.08 0.41 c0.00
v/s Ratio Perm c0.09 0.06 0.01
v/c Ratio 0.60 0.06 0.85 0.79 0.12 0.73 0.71 0.02 0.03
Uniform Delay, d1 31.7 29.1 39.4 17.7 11.7 34.4 12.4 7.7 35.9 Progression Factor 1.00 1.00 1.29 0.78 1.06 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 0.0 108.3 6.6 0.3 12.7 4.6 0.1 0.1 Delay (s) 36.3 29.1 159.0 20.4 12.7 47.1 17.0 7.7 35.9
Level of Service D C F C B D B A D
Approach Delay (s) 32.5 22.1 21.1 35.9
Approach LOS C C C D
Intersection Summary
HCM 2000 Control Delay 22.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 2: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 58 43 711 121 38 729
Future Volume (vph) 58 43 711 121 38 729
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1565 1400 1647 1408 1509 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1565 1400 1647 1408 1509 1594
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 58 43 711 121 38 729
RTOR Reduction (vph) 0 36 0 24 0 0
Lane Group Flow (vph) 58 7 711 97 38 729
Confl. Peds. (#/hr) 24 18
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 14.4 14.4 48.9 48.9 5.0 57.4
Effective Green, g (s) 13.9 13.9 49.4 48.9 4.5 57.9
Actuated g/C Ratio 0.17 0.17 0.62 0.61 0.06 0.72
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 271 243 1017 860 84 1153
v/s Ratio Prot c0.04 c0.43 0.03 c0.46
v/s Ratio Perm 0.01 0.07
v/c Ratio 0.21 0.03 0.70 0.11 0.45 0.63
Uniform Delay, d1 28.4 27.5 10.3 6.5 36.6 5.6
Progression Factor 1.00 1.00 0.75 0.71 1.26 0.70
Incremental Delay, d2 0.1 0.0 3.3 0.2 1.1 2.1
Delay (s) 28.5 27.5 10.9 4.8 47.2 6.1
Level of Service C C B A D A
Approach Delay (s) 28.1 10.0 8.1
Approach LOS C B A
Intersection Summary
HCM 2000 Control Delay 10.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 2: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 64 73 759 0 0 787
Future Volume (vph) 64 73 759 0 0 787
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 1647 1588
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 1647 1588
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 64 73 759 0 0 787
RTOR Reduction (vph) 0 64 0 0 0 0
Lane Group Flow (vph) 64 9 759 0 0 787
Confl. Peds. (#/hr) 15
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 5.4 5.4 25.3 25.3
Effective Green, g (s) 4.9 4.9 25.8 25.8
Actuated g/C Ratio 0.12 0.12 0.65 0.65
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 212 189 1062 1024
v/s Ratio Prot c0.04 0.46 c0.50
v/s Ratio Perm 0.01
v/c Ratio 0.30 0.05 0.71 0.77
Uniform Delay, d1 16.0 15.5 4.7 5.0
Progression Factor 1.00 1.00 1.83 1.06
Incremental Delay, d2 0.6 0.1 2.8 4.6
Delay (s) 16.6 15.6 11.3 9.9
Level of Service B B B A
Approach Delay (s) 16.0 11.3 9.9
Approach LOS B B A
Intersection Summary
HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 40.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 59.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 2: P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 17 18 741 91 87 764
Future Volume (vph) 17 18 741 91 87 764
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1500 1616 1509 1647
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1500 1616 1509 1647
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 17 18 741 91 87 764
RTOR Reduction (vph) 0 14 3 0 0 0
Lane Group Flow (vph) 17 5 829 0 87 764
Confl. Peds. (#/hr) 2 19
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 8.6 20.5 51.8 8.3 63.1
Effective Green, g (s) 8.1 20.0 52.3 7.8 63.6
Actuated g/C Ratio 0.10 0.25 0.65 0.10 0.80
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 175 375 1056 147 1309
v/s Ratio Prot c0.01 0.00 c0.51 0.06 c0.46
v/s Ratio Perm
v/c Ratio 0.10 0.01 0.78 0.59 0.58
Uniform Delay, d1 32.6 22.6 9.9 34.6 3.1
Progression Factor 1.00 1.00 1.00 1.00 0.57
Incremental Delay, d2 0.3 0.0 5.9 3.2 1.5
Delay (s) 32.9 22.6 15.7 38.0 3.3
Level of Service C C B D A
Approach Delay (s) 27.6 15.7 6.8
Approach LOS C B A
Intersection Summary
HCM 2000 Control Delay 11.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 72.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 2: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 107 229 842 71 0 129 0 789 100 0 176 0 Future Volume (vph) 107 229 842 71 0 129 0 789 100 0 176 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3333 2197 1580 1363 1604 1495 3160
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3333 2197 1580 1363 1604 1495 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 107 229 842 71 0 129 0 789 100 0 176 0
RTOR Reduction (vph) 0 0 0 0 0 118 0 0 44 0 0 0
Lane Group Flow (vph) 0 336 842 71 0 11 0 789 56 0 176 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 31.5 52.1 11.0 11.0 44.6 44.6 24.8 Effective Green, g (s) 30.5 51.1 10.5 10.5 44.1 44.6 24.3 Actuated g/C Ratio 0.25 0.43 0.09 0.09 0.37 0.37 0.20
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 847 935 138 119 589 555 639
v/s Ratio Prot 0.10 c0.38 c0.04 c0.49 0.06
v/s Ratio Perm 0.01 0.04
v/c Ratio 0.40 0.90 0.51 0.09 1.34 0.10 0.28
Uniform Delay, d1 37.1 32.1 52.3 50.4 37.9 24.6 40.4
Progression Factor 1.03 0.89 1.00 1.00 0.72 0.90 0.32
Incremental Delay, d2 0.2 10.5 2.4 0.3 159.1 0.2 1.0
Delay (s) 38.3 39.0 54.7 50.6 186.5 22.2 14.2
Level of Service D D D D F C B
Approach Delay (s) 38.8 52.1 168.0 14.2
Approach LOS D D F B
Intersection Summary
HCM 2000 Control Delay 85.1 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 2: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 99 3 119 12 738 126 189 865 35 32 3 11 Future Volume (vph) 99 3 119 12 738 126 189 865 35 32 3 11 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 1.00 0.69 0.83 Flpb, ped/bikes 0.62 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.97
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (prot) 951 1464 1524 1604 1401 1524 1663 1047 1377 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (perm) 728 1464 1524 1604 1401 1524 1663 1047 1377 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 99 3 119 12 738 126 189 865 35 32 3 11
RTOR Reduction (vph) 0 99 0 0 0 47 0 0 14 0 44 0
Lane Group Flow (vph) 99 23 0 12 738 79 189 865 21 0 2 0 Confl. Peds. (#/hr) 151 22 121 151
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 22.6 22.6 3.2 56.1 56.1 18.6 71.5 71.5 6.4 Effective Green, g (s) 22.6 22.6 2.7 56.6 56.6 18.1 72.0 71.5 5.9 Actuated g/C Ratio 0.19 0.19 0.02 0.47 0.47 0.15 0.60 0.60 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 137 275 34 756 660 229 997 623 67
v/s Ratio Prot 0.02 0.01 c0.46 0.12 c0.52 c0.00
v/s Ratio Perm c0.14 0.06 0.02
v/c Ratio 0.72 0.08 0.35 0.98 0.12 0.83 0.87 0.03 0.03
Uniform Delay, d1 45.8 40.2 57.8 31.0 17.8 49.4 20.0 10.0 54.3 Progression Factor 1.00 1.00 1.29 0.71 1.24 0.80 0.53 1.00 1.00 Incremental Delay, d2 14.7 0.0 1.7 23.0 0.3 13.0 6.4 0.1 0.1 Delay (s) 60.5 40.2 76.5 45.1 22.3 52.7 17.1 10.1 54.4
Level of Service E D E D C D B B D
Approach Delay (s) 49.3 42.2 23.1 54.4
Approach LOS D D C D
Intersection Summary
HCM 2000 Control Delay 33.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 2: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 99 107 769 177 92 883
Future Volume (vph) 99 107 769 177 92 883
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.90 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1580 1414 1663 1369 1524 1610
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1580 1414 1663 1369 1524 1610
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 99 107 769 177 92 883
RTOR Reduction (vph) 0 90 0 28 0 0
Lane Group Flow (vph) 99 17 769 149 92 883
Confl. Peds. (#/hr) 41 26
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 19.6 19.6 77.0 77.0 11.7 92.2
Effective Green, g (s) 19.1 19.1 77.5 77.0 11.2 92.7
Actuated g/C Ratio 0.16 0.16 0.65 0.64 0.09 0.77
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 251 225 1074 878 142 1243
v/s Ratio Prot c0.06 0.46 0.06 c0.55
v/s Ratio Perm 0.01 0.11
v/c Ratio 0.39 0.08 0.72 0.17 0.65 0.71
Uniform Delay, d1 45.3 42.9 14.0 8.6 52.5 6.9
Progression Factor 1.00 1.00 0.69 0.55 1.11 0.53
Incremental Delay, d2 0.4 0.1 3.2 0.3 4.0 1.9
Delay (s) 45.6 43.0 12.9 5.1 62.4 5.5
Level of Service D D B A E A
Approach Delay (s) 44.3 11.5 10.9
Approach LOS D B B
Intersection Summary
HCM 2000 Control Delay 14.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 2: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 155 192 754 0 0 982
Future Volume (vph) 155 192 754 0 0 982
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1750 1565 1663 1604
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1750 1565 1663 1604
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 155 192 754 0 0 982
RTOR Reduction (vph) 0 161 0 0 0 0
Lane Group Flow (vph) 155 31 754 0 0 982
Confl. Peds. (#/hr) 35
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 10.2 10.2 40.5 40.5
Effective Green, g (s) 9.7 9.7 41.0 41.0
Actuated g/C Ratio 0.16 0.16 0.68 0.68
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 282 253 1136 1096
v/s Ratio Prot c0.09 0.45 c0.61
v/s Ratio Perm 0.02
v/c Ratio 0.55 0.12 0.66 0.90
Uniform Delay, d1 23.1 21.5 5.5 7.8
Progression Factor 1.00 1.00 1.23 1.48
Incremental Delay, d2 1.7 0.2 0.3 8.8
Delay (s) 24.9 21.7 7.1 20.3
Level of Service C C A C
Approach Delay (s) 23.1 7.1 20.3
Approach LOS C A C
Intersection Summary
HCM 2000 Control Delay 16.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 2: Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 34 64 690 259 319 818
Future Volume (vph) 34 64 690 259 319 818
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.96 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1750 1515 1566 1524 1663
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1750 1515 1566 1524 1663
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 34 64 690 259 319 818
RTOR Reduction (vph) 0 38 11 0 0 0
Lane Group Flow (vph) 34 26 938 0 319 818
Confl. Peds. (#/hr) 6 47
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 10.5 49.1 63.2 35.0 101.2
Effective Green, g (s) 10.0 48.6 63.7 34.5 101.7
Actuated g/C Ratio 0.08 0.41 0.53 0.29 0.85
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 145 613 831 438 1409
v/s Ratio Prot c0.02 0.02 c0.60 c0.21 0.49
v/s Ratio Perm
v/c Ratio 0.23 0.04 1.13 0.73 0.58
Uniform Delay, d1 51.4 21.6 28.1 38.5 2.7
Progression Factor 1.00 1.00 1.00 0.90 0.63
Incremental Delay, d2 1.0 0.0 73.1 2.7 0.9
Delay (s) 52.4 21.6 101.3 37.4 2.6
Level of Service D C F D A
Approach Delay (s) 32.3 101.3 12.4
Approach LOS C F B
Intersection Summary
HCM 2000 Control Delay 51.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.92
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 92.4% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Scenario 2: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 118 265 812 91 0 193 0 860 95 0 219 0 Future Volume (vph) 118 265 812 91 0 193 0 860 95 0 219 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3335 2197 1580 1363 1604 1495 3160
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3335 2197 1580 1363 1604 1495 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 118 265 812 91 0 193 0 860 95 0 219 0
RTOR Reduction (vph) 0 0 0 0 0 173 0 0 52 0 0 0
Lane Group Flow (vph) 0 383 812 91 0 20 0 860 43 0 219 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 31.2 51.8 11.8 11.8 34.1 34.1 14.3 Effective Green, g (s) 30.2 50.8 11.3 11.3 33.6 34.1 13.8 Actuated g/C Ratio 0.27 0.46 0.10 0.10 0.31 0.31 0.13
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 915 1014 162 140 489 463 396
v/s Ratio Prot 0.11 c0.37 c0.06 c0.54 0.07
v/s Ratio Perm 0.01 0.03
v/c Ratio 0.42 0.80 0.56 0.14 1.76 0.09 0.55
Uniform Delay, d1 32.7 25.3 47.0 44.9 38.2 27.0 45.2
Progression Factor 1.05 0.86 1.00 1.00 1.22 2.27 0.44
Incremental Delay, d2 0.2 3.9 3.6 0.3 345.1 0.2 5.2
Delay (s) 34.5 25.6 50.6 45.3 391.8 61.5 25.2
Level of Service C C D D F E C
Approach Delay (s) 28.5 47.0 359.0 25.2
Approach LOS C D F C
Intersection Summary
HCM 2000 Control Delay 149.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 83.3% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Scenario 2: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 100 3 185 32 736 108 216 865 41 34 3 46 Future Volume (vph) 100 3 185 32 736 108 216 865 41 34 3 46 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.96 1.00 1.00 0.63 0.58 Flpb, ped/bikes 0.78 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.93
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.98 Satd. Flow (prot) 1182 1464 1524 1604 1413 1524 1663 962 933 Flt Permitted 0.41 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.98 Satd. Flow (perm) 512 1464 1524 1604 1413 1524 1663 962 933 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 100 3 185 32 736 108 216 865 41 34 3 46 RTOR Reduction (vph) 0 151 0 0 0 61 0 0 18 0 79 0
Lane Group Flow (vph) 100 37 0 32 736 47 216 865 23 0 4 0 Confl. Peds. (#/hr) 190 18 158 190
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 20.2 20.2 6.7 47.0 47.0 20.1 60.4 60.4 6.4 Effective Green, g (s) 20.2 20.2 6.2 47.5 47.5 19.6 60.9 60.4 5.9 Actuated g/C Ratio 0.18 0.18 0.06 0.43 0.43 0.18 0.55 0.55 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 94 268 85 692 610 271 920 528 50
v/s Ratio Prot 0.03 0.02 c0.46 c0.14 c0.52 c0.00
v/s Ratio Perm c0.20 0.03 0.02
v/c Ratio 1.06 0.14 0.38 1.06 0.08 0.80 0.94 0.04 0.09
Uniform Delay, d1 44.9 37.6 50.0 31.2 18.4 43.3 22.9 11.5 49.5 Progression Factor 1.00 1.00 0.80 0.67 0.63 0.97 0.51 0.00 1.00 Incremental Delay, d2 111.2 0.1 0.8 48.4 0.2 9.8 13.7 0.1 0.3 Delay (s) 156.1 37.7 40.8 69.4 11.8 51.7 25.3 0.1 49.8
Level of Service F D D E B D C A D
Approach Delay (s) 78.8 61.2 29.4 49.8
Approach LOS E E C D
Intersection Summary
HCM 2000 Control Delay 47.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 84.0% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Scenario 2: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 123 141 735 129 84 927
Future Volume (vph) 123 141 735 129 84 927
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.85 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1580 1414 1663 1286 1524 1610
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1580 1414 1663 1286 1524 1610
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 123 141 735 129 84 927
RTOR Reduction (vph) 0 116 0 23 0 0
Lane Group Flow (vph) 123 25 735 106 84 927
Confl. Peds. (#/hr) 65 52
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 19.7 19.7 68.6 68.6 10.0 82.1
Effective Green, g (s) 19.2 19.2 69.1 68.6 9.5 82.6
Actuated g/C Ratio 0.17 0.17 0.63 0.62 0.09 0.75
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 275 246 1044 801 131 1208
v/s Ratio Prot c0.08 0.44 0.06 c0.58
v/s Ratio Perm 0.02 0.08
v/c Ratio 0.45 0.10 0.70 0.13 0.64 0.77
Uniform Delay, d1 40.6 38.1 13.6 8.5 48.6 8.1
Progression Factor 1.00 1.00 0.74 0.80 0.63 0.44
Incremental Delay, d2 0.4 0.1 3.3 0.3 3.3 2.0
Delay (s) 41.1 38.2 13.4 7.1 33.7 5.6
Level of Service D D B A C A
Approach Delay (s) 39.5 12.5 7.9
Approach LOS D B A
Intersection Summary
HCM 2000 Control Delay 13.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Scenario 2: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 175 209 655 0 0 1050
Future Volume (vph) 175 209 655 0 0 1050
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1750 1565 1663 1604
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1750 1565 1663 1604
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 175 209 655 0 0 1050
RTOR Reduction (vph) 0 171 0 0 0 0
Lane Group Flow (vph) 175 38 655 0 0 1050
Confl. Peds. (#/hr) 28
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 10.5 10.5 35.2 35.2
Effective Green, g (s) 10.0 10.0 35.7 35.7
Actuated g/C Ratio 0.18 0.18 0.65 0.65
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 318 284 1079 1041
v/s Ratio Prot c0.10 0.39 c0.65
v/s Ratio Perm 0.02
v/c Ratio 0.55 0.13 0.61 1.01
Uniform Delay, d1 20.5 18.9 5.6 9.6
Progression Factor 1.00 1.00 1.16 1.22
Incremental Delay, d2 1.6 0.2 1.7 25.2
Delay (s) 22.1 19.0 8.2 37.0
Level of Service C B A D
Approach Delay (s) 20.4 8.2 37.0
Approach LOS C A D
Intersection Summary
HCM 2000 Control Delay 24.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Scenario 2: Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 49 43 612 190 230 995
Future Volume (vph) 49 43 612 190 230 995
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.97 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1750 1515 1589 1524 1663
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1750 1515 1589 1524 1663
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 49 43 612 190 230 995
RTOR Reduction (vph) 0 31 8 0 0 0
Lane Group Flow (vph) 49 12 794 0 230 995
Confl. Peds. (#/hr) 9 30
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 10.7 32.2 70.1 17.9 91.0
Effective Green, g (s) 10.2 31.7 70.6 17.4 91.5
Actuated g/C Ratio 0.09 0.29 0.64 0.16 0.83
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 162 436 1019 241 1383
v/s Ratio Prot c0.03 0.01 c0.50 c0.15 0.60
v/s Ratio Perm
v/c Ratio 0.30 0.03 0.78 0.95 0.72
Uniform Delay, d1 46.6 28.1 14.1 45.9 3.9
Progression Factor 1.00 1.00 1.00 0.99 0.54
Incremental Delay, d2 1.3 0.0 5.9 23.7 1.2
Delay (s) 47.9 28.1 20.0 69.3 3.3
Level of Service D C C E A
Approach Delay (s) 38.6 20.0 15.7
Approach LOS D C B
Intersection Summary
HCM 2000 Control Delay 18.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group

Appendix B-3:

Scenario 3 HCM 2000 Intersection
Results
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 25 30 245 21 0 73 0 287 23 0 57 0
Future Volume (vph) 25 30 245 21 0 73 0 287 23 0 57 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3278 2175 1565 1350 1588 1481 3129
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3278 2175 1565 1350 1588 1481 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 25 30 245 21 0 73 0 287 23 0 57 0
RTOR Reduction (vph) 0 0 0 0 0 68 0 0 12 0 0 0
Lane Group Flow (vph) 0 55 245 21 0 5 0 287 11 0 57 0
Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 15.4 31.0 8.0 8.0 53.7 53.7 38.9
Effective Green, g (s) 14.4 30.0 7.5 7.5 53.2 53.7 38.4 Actuated g/C Ratio 0.13 0.27 0.07 0.07 0.48 0.49 0.35
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 429 593 106 92 768 722 1092
v/s Ratio Prot 0.02 c0.11 c0.01 c0.18 0.02
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.13 0.41 0.20 0.05 0.37 0.02 0.05
Uniform Delay, d1 42.3 32.8 48.4 47.9 17.9 14.5 23.7
Progression Factor 0.96 0.97 1.00 1.00 0.87 1.00 0.54
Incremental Delay, d2 0.1 0.3 0.7 0.2 1.4 0.0 0.1
Delay (s) 40.6 32.0 49.1 48.1 17.0 14.6 12.9
Level of Service D C D D B B B
Approach Delay (s) 33.6 48.3 16.8 12.9
Approach LOS C D B B
Intersection Summary
HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.33
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 43.4% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 15 0 10 9 256 26 16 280 27 44 0 16 Future Volume (vph) 15 0 10 9 256 26 16 280 27 44 0 16
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 5.2 5.2 4.0 5.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.93 1.00 1.00 0.87 0.85 Flpb, ped/bikes 0.57 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.96
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (prot) 863 1450 1509 1588 1343 1509 1647 1301 1403 Flt Permitted 0.72 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (perm) 653 1450 1509 1588 1343 1509 1647 1301 1403 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 15 0 10 9 256 26 16 280 27 44 0 16
RTOR Reduction (vph) 0 9 0 0 0 8 0 0 8 0 57 0
Lane Group Flow (vph) 15 1 0 9 256 18 16 280 19 0 3 0
Confl. Peds. (#/hr) 71 3 25 50 3 71
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 8.4 8.4 1.6 74.9 74.9 4.0 77.3 77.3 6.4 Effective Green, g (s) 8.4 8.4 1.1 74.4 74.4 3.5 76.8 77.3 5.9 Actuated g/C Ratio 0.08 0.08 0.01 0.68 0.68 0.03 0.70 0.70 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 49 110 15 1074 908 48 1149 914 75
v/s Ratio Prot 0.00 0.01 0.16 c0.01 c0.17 c0.00
v/s Ratio Perm c0.02 0.01 0.01
v/c Ratio 0.31 0.01 0.60 0.24 0.02 0.33 0.24 0.02 0.04
Uniform Delay, d1 48.0 46.9 54.2 6.9 5.8 52.1 6.0 4.9 49.4 Progression Factor 1.00 1.00 0.87 0.82 1.00 1.53 0.11 1.00 1.00 Incremental Delay, d2 1.3 0.0 36.0 0.5 0.0 1.4 0.5 0.0 0.1 Delay (s) 49.3 47.0 83.1 6.1 5.9 81.2 1.1 5.0 49.5
Level of Service D D F A A F A A D
Approach Delay (s) 48.4 8.5 5.4 49.5
Approach LOS D A A D
Intersection Summary
HCM 2000 Control Delay 12.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.24
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.8 Intersection Capacity Utilization 44.8% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 0 4 287 2 2 309
Future Volume (vph) 0 4 287 2 2 309
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 5.2 4.7 4.0 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.95 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 0.85 1.00 0.85 1.00 1.00
Flt Protected 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1400 1647 1427 1509 1594
Flt Permitted 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1400 1647 1427 1509 1594
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 0 4 287 2 2 309
RTOR Reduction (vph) 0 4 0 1 0 0
Lane Group Flow (vph) 0 0 287 1 2 309
Confl. Peds. (#/hr) 20 17
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 2.0 39.7 39.7 1.6 44.8
Effective Green, g (s) 1.5 39.2 39.7 1.1 44.3
Actuated g/C Ratio 0.03 0.71 0.72 0.02 0.81
Clearance Time (s) 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 38 1173 1030 30 1283
v/s Ratio Prot 0.17 0.00 c0.19
v/s Ratio Perm c0.00 0.00
v/c Ratio 0.00 0.24 0.00 0.07 0.24
Uniform Delay, d1 26.0 2.7 2.1 26.4 1.3
Progression Factor 1.00 0.34 0.40 1.30 0.74
Incremental Delay, d2 0.0 0.5 0.0 0.3 0.4
Delay (s) 26.0 1.4 0.8 34.7 1.4
Level of Service C A A C A
Approach Delay (s) 26.0 1.4 1.6
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 1.7 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.26
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 13.2 Intersection Capacity Utilization 35.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 4 2 287 0 0 309
Future Volume (vph) 4 2 287 0 0 309
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 5.2 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 1647 1588
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 1647 1588
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 4 2 287 0 0 309
RTOR Reduction (vph) 0 2 0 0 0 0
Lane Group Flow (vph) 4 0 287 0 0 309
Confl. Peds. (#/hr) 11
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 1.8 1.8 43.9 43.9
Effective Green, g (s) 1.3 1.3 43.4 43.4
Actuated g/C Ratio 0.02 0.02 0.79 0.79
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 40 36 1299 1253
v/s Ratio Prot c0.00 0.17 c0.19
v/s Ratio Perm 0.00
v/c Ratio 0.10 0.00 0.22 0.25
Uniform Delay, d1 26.3 26.2 1.5 1.5
Progression Factor 1.00 1.00 0.87 0.21
Incremental Delay, d2 0.8 0.0 0.4 0.5
Delay (s) 27.1 26.2 1.7 0.8
Level of Service C C A A
Approach Delay (s) 26.8 1.7 0.8
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 1.5 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.24
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 10.3 Intersection Capacity Utilization 33.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
A.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 2 1 286 20 11 302
Future Volume (vph) 2 1 286 20 11 302
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 5.2 3.5 5.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1500 1629 1509 1647
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1500 1629 1509 1647
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 2 1 286 20 11 302
RTOR Reduction (vph) 0 1 1 0 0 0
Lane Group Flow (vph) 2 0 305 0 11 302
Confl. Peds. (#/hr) 2 14
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 1.8 9.0 93.3 3.6 99.9
Effective Green, g (s) 1.3 8.5 92.8 3.1 99.4
Actuated g/C Ratio 0.01 0.08 0.84 0.03 0.90
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 20 115 1374 42 1488
v/s Ratio Prot c0.00 0.00 c0.19 0.01 c0.18
v/s Ratio Perm
v/c Ratio 0.10 0.00 0.22 0.26 0.20
Uniform Delay, d1 53.8 46.8 1.7 52.3 0.6
Progression Factor 1.00 1.00 1.00 0.81 0.45
Incremental Delay, d2 2.7 0.0 0.4 1.2 0.3
Delay (s) 56.4 46.8 2.0 43.5 0.6
Level of Service E D A D A
Approach Delay (s) 53.2 2.0 2.1
Approach LOS D A A
Intersection Summary
HCM 2000 Control Delay 2.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.22
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.8 Intersection Capacity Utilization 36.9% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 87 154 578 26 0 89 0 518 28 0 76 0 Future Volume (vph) 87 154 578 26 0 89 0 518 28 0 76 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3293 2175 1565 1350 1588 1480 3129
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3293 2175 1565 1350 1588 1480 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 87 154 578 26 0 89 0 518 28 0 76 0
RTOR Reduction (vph) 0 0 0 0 0 82 0 0 16 0 0 0
Lane Group Flow (vph) 0 241 578 26 0 7 0 518 12 0 76 0
Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 24.4 51.0 10.1 10.1 52.6 52.6 26.8 Effective Green, g (s) 23.4 50.0 9.6 9.6 52.1 52.6 26.3 Actuated g/C Ratio 0.19 0.42 0.08 0.08 0.43 0.44 0.22
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 642 906 125 108 689 648 685
v/s Ratio Prot 0.07 c0.27 c0.02 c0.33 0.02
v/s Ratio Perm 0.01 0.01
v/c Ratio 0.38 0.64 0.21 0.07 0.75 0.02 0.11
Uniform Delay, d1 42.0 27.8 51.6 51.1 28.5 19.1 37.5
Progression Factor 0.98 0.88 1.00 1.00 0.62 1.00 0.53
Incremental Delay, d2 0.3 1.2 0.6 0.2 6.8 0.0 0.3
Delay (s) 41.4 25.8 52.2 51.2 24.5 19.1 20.4
Level of Service D C D D C B C
Approach Delay (s) 30.4 51.5 24.2 20.4
Approach LOS C D C C
Intersection Summary
HCM 2000 Control Delay 29.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 74 4 80 11 449 61 97 565 18 17 1 16 Future Volume (vph) 74 4 80 11 449 61 97 565 18 17 1 16 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.92 1.00 1.00 0.86 0.71 Flpb, ped/bikes 0.78 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (prot) 1179 1450 1509 1588 1336 1509 1647 1286 1148 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (perm) 912 1450 1509 1588 1336 1509 1647 1286 1148 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 74 4 80 11 449 61 97 565 18 17 1 16
RTOR Reduction (vph) 0 71 0 0 0 26 0 0 6 0 33 0
Lane Group Flow (vph) 74 13 0 11 449 35 97 565 12 0 1 0 Confl. Peds. (#/hr) 71 3 25 50 3 71
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 18.6 18.6 1.6 67.5 67.5 12.8 78.7 78.7 4.8 Effective Green, g (s) 18.6 18.6 1.1 68.0 68.0 12.3 79.2 78.7 4.3 Actuated g/C Ratio 0.16 0.16 0.01 0.57 0.57 0.10 0.66 0.66 0.04 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 141 224 13 899 757 154 1087 843 41
v/s Ratio Prot 0.01 0.01 0.28 c0.06 c0.34 c0.00
v/s Ratio Perm c0.08 0.03 0.01
v/c Ratio 0.52 0.06 0.85 0.50 0.05 0.63 0.52 0.01 0.03
Uniform Delay, d1 46.6 43.2 59.4 15.7 11.6 51.7 10.6 7.2 55.8 Progression Factor 1.00 1.00 0.94 0.67 8.23 1.35 0.41 1.00 1.00 Incremental Delay, d2 1.6 0.0 157.0 1.9 0.1 4.8 1.5 0.0 0.1 Delay (s) 48.3 43.3 212.6 12.5 95.3 74.4 5.8 7.2 55.9
Level of Service D D F B F E A A E
Approach Delay (s) 45.6 26.4 15.6 55.9
Approach LOS D C B E
Intersection Summary
HCM 2000 Control Delay 24.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 44 46 475 62 46 609
Future Volume (vph) 44 46 475 62 46 609
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.95 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1565 1400 1647 1422 1509 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1565 1400 1647 1422 1509 1594
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 44 46 475 62 46 609
RTOR Reduction (vph) 0 42 0 22 0 0
Lane Group Flow (vph) 44 4 475 40 46 609
Confl. Peds. (#/hr) 20 17
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 6.0 6.0 39.0 39.0 3.3 45.8
Effective Green, g (s) 5.5 5.5 39.5 39.0 2.8 46.3
Actuated g/C Ratio 0.09 0.09 0.66 0.65 0.05 0.77
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 143 128 1084 924 70 1230
v/s Ratio Prot c0.03 0.29 0.03 c0.38
v/s Ratio Perm 0.00 0.03
v/c Ratio 0.31 0.03 0.44 0.04 0.66 0.50
Uniform Delay, d1 25.5 24.8 4.9 3.8 28.1 2.5
Progression Factor 1.00 1.00 0.71 0.51 0.89 1.60
Incremental Delay, d2 0.4 0.0 1.2 0.1 14.1 1.3
Delay (s) 25.9 24.9 4.7 2.0 39.2 5.3
Level of Service C C A A D A
Approach Delay (s) 25.4 4.4 7.7
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 51.6% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 67 87 450 0 0 653
Future Volume (vph) 67 87 450 0 0 653
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 1647 1588
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 1647 1588
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 67 87 450 0 0 653
RTOR Reduction (vph) 0 77 0 0 0 0
Lane Group Flow (vph) 67 10 450 0 0 653
Confl. Peds. (#/hr) 11
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 7.3 7.3 43.4 43.4
Effective Green, g (s) 6.8 6.8 43.9 43.9
Actuated g/C Ratio 0.11 0.11 0.73 0.73
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 196 175 1205 1161
v/s Ratio Prot c0.04 0.27 c0.41
v/s Ratio Perm 0.01
v/c Ratio 0.34 0.06 0.37 0.56
Uniform Delay, d1 24.5 23.7 3.0 3.7
Progression Factor 1.00 1.00 1.41 1.17
Incremental Delay, d2 0.8 0.1 0.8 1.8
Delay (s) 25.3 23.8 5.0 6.1
Level of Service C C A A
Approach Delay (s) 24.5 5.0 6.1
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 8.0 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 51.5% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 26 20 430 78 160 560
Future Volume (vph) 26 20 430 78 160 560
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.98 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1500 1604 1509 1647
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1500 1604 1509 1647
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 26 20 430 78 160 560
RTOR Reduction (vph) 0 15 3 0 0 0
Lane Group Flow (vph) 26 5 505 0 160 560
Confl. Peds. (#/hr) 2 14
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 8.6 29.2 83.1 17.0 103.1
Effective Green, g (s) 8.1 28.7 83.6 16.5 103.6
Actuated g/C Ratio 0.07 0.24 0.70 0.14 0.86
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 116 358 1117 207 1421
v/s Ratio Prot c0.02 0.00 c0.31 c0.11 0.34
v/s Ratio Perm
v/c Ratio 0.22 0.01 0.45 0.77 0.39
Uniform Delay, d1 53.0 34.8 8.1 49.9 1.7
Progression Factor 1.00 1.00 1.00 0.96 0.67
Incremental Delay, d2 1.2 0.0 1.3 13.2 0.7
Delay (s) 54.2 34.9 9.4 61.3 1.9
Level of Service D C A E A
Approach Delay (s) 45.8 9.4 15.1
Approach LOS D A B
Intersection Summary
HCM 2000 Control Delay 13.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 73 220 587 57 0 118 0 656 48 0 175 0 Future Volume (vph) 73 220 587 57 0 118 0 656 48 0 175 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.99 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3312 2175 1565 1350 1588 1481 3129
Flt Permitted 0.99 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3312 2175 1565 1350 1588 1481 3129
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 73 220 587 57 0 118 0 656 48 0 175 0
RTOR Reduction (vph) 0 0 0 0 0 108 0 0 26 0 0 0
Lane Group Flow (vph) 0 293 587 57 0 10 0 656 22 0 175 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 22.4 51.0 10.8 10.8 53.9 53.9 26.1 Effective Green, g (s) 21.4 50.0 10.3 10.3 53.4 53.9 25.6 Actuated g/C Ratio 0.18 0.42 0.09 0.09 0.44 0.45 0.21
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 590 906 134 115 706 665 667
v/s Ratio Prot 0.09 c0.27 c0.04 c0.41 0.06
v/s Ratio Perm 0.01 0.01
v/c Ratio 0.50 0.65 0.43 0.09 0.93 0.03 0.26
Uniform Delay, d1 44.4 28.0 52.0 50.5 31.5 18.5 39.3
Progression Factor 1.00 1.00 1.00 1.00 0.58 0.39 0.38
Incremental Delay, d2 0.5 1.4 1.6 0.2 17.3 0.1 0.9
Delay (s) 44.9 29.4 53.6 50.8 35.6 7.3 16.0
Level of Service D C D D D A B
Approach Delay (s) 34.6 51.7 33.6 16.0
Approach LOS C D C B
Intersection Summary
HCM 2000 Control Delay 34.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.7 Intersection Capacity Utilization 65.0% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 82 3 91 17 597 140 120 670 29 16 5 15 Future Volume (vph) 82 3 91 17 597 140 120 670 29 16 5 15 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.93 1.00 1.00 0.85 0.75 Flpb, ped/bikes 0.79 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (prot) 1190 1450 1509 1588 1343 1509 1647 1279 1209 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.97 Satd. Flow (perm) 919 1450 1509 1588 1343 1509 1647 1279 1209 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 82 3 91 17 597 140 120 670 29 16 5 15
RTOR Reduction (vph) 0 79 0 0 0 49 0 0 10 0 35 0
Lane Group Flow (vph) 82 15 0 17 597 91 120 670 19 0 1 0 Confl. Peds. (#/hr) 70 11 23 52 11 70
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 18.9 18.9 3.2 65.7 65.7 14.3 76.8 76.8 4.8 Effective Green, g (s) 18.9 18.9 2.7 66.2 66.2 13.8 77.3 76.8 4.3 Actuated g/C Ratio 0.16 0.16 0.02 0.55 0.55 0.12 0.64 0.64 0.04 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 144 228 33 876 740 173 1060 818 43
v/s Ratio Prot 0.01 0.01 c0.38 c0.08 0.41 c0.00
v/s Ratio Perm c0.09 0.07 0.01
v/c Ratio 0.57 0.06 0.52 0.68 0.12 0.69 0.63 0.02 0.03
Uniform Delay, d1 46.8 43.0 58.0 19.3 12.9 51.1 12.8 7.9 55.8 Progression Factor 1.00 1.00 0.99 0.63 0.94 1.16 0.80 1.00 1.00 Incremental Delay, d2 3.1 0.0 4.7 3.6 0.3 7.9 2.4 0.0 0.1 Delay (s) 49.8 43.1 62.1 15.9 12.4 67.1 12.7 7.9 55.9
Level of Service D D E B B E B A E
Approach Delay (s) 46.2 16.3 20.5 55.9
Approach LOS D B C E
Intersection Summary
HCM 2000 Control Delay 22.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 58 43 711 121 38 729
Future Volume (vph) 58 43 711 121 38 729
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.95 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1565 1400 1647 1420 1509 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1565 1400 1647 1420 1509 1594
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 58 43 711 121 38 729
RTOR Reduction (vph) 0 39 0 30 0 0
Lane Group Flow (vph) 58 4 711 91 38 729
Confl. Peds. (#/hr) 24 18
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 6.0 6.0 39.0 39.0 3.3 45.8
Effective Green, g (s) 5.5 5.5 39.5 39.0 2.8 46.3
Actuated g/C Ratio 0.09 0.09 0.66 0.65 0.05 0.77
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 143 128 1084 923 70 1230
v/s Ratio Prot c0.04 c0.43 0.03 c0.46
v/s Ratio Perm 0.00 0.06
v/c Ratio 0.41 0.03 0.66 0.10 0.54 0.59
Uniform Delay, d1 25.7 24.8 6.2 3.9 28.0 2.9
Progression Factor 1.00 1.00 0.79 0.28 0.91 1.50
Incremental Delay, d2 0.7 0.0 2.6 0.2 3.7 1.7
Delay (s) 26.4 24.9 7.5 1.3 29.1 6.0
Level of Service C C A A C A
Approach Delay (s) 25.7 6.6 7.2
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 8.0 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 64 73 759 0 0 787
Future Volume (vph) 64 73 759 0 0 787
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1732 1550 1647 1588
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1732 1550 1647 1588
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 64 73 759 0 0 787
RTOR Reduction (vph) 0 65 0 0 0 0
Lane Group Flow (vph) 64 8 759 0 0 787
Confl. Peds. (#/hr) 15
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 7.2 7.2 43.5 43.5
Effective Green, g (s) 6.7 6.7 44.0 44.0
Actuated g/C Ratio 0.11 0.11 0.73 0.73
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 193 173 1207 1164
v/s Ratio Prot c0.04 0.46 c0.50
v/s Ratio Perm 0.01
v/c Ratio 0.33 0.05 0.63 0.68
Uniform Delay, d1 24.6 23.8 4.0 4.2
Progression Factor 1.00 1.00 1.71 0.84
Incremental Delay, d2 0.7 0.1 1.9 2.7
Delay (s) 25.3 23.9 8.7 6.3
Level of Service C C A A
Approach Delay (s) 24.6 8.7 6.3
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 8.8 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 60.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 59.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 17 18 741 91 87 764
Future Volume (vph) 17 18 741 91 87 764
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 4.1 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1732 1500 1615 1509 1647
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1732 1500 1615 1509 1647
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 17 18 741 91 87 764
RTOR Reduction (vph) 0 15 2 0 0 0
Lane Group Flow (vph) 17 3 830 0 87 764
Confl. Peds. (#/hr) 2 19
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 8 1 2 1 6
Permitted Phases
Actuated Green, G (s) 8.6 21.6 90.7 9.4 103.1
Effective Green, g (s) 8.1 21.1 91.2 8.9 103.6
Actuated g/C Ratio 0.07 0.18 0.76 0.07 0.86
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 116 263 1227 111 1421
v/s Ratio Prot c0.01 0.00 c0.51 c0.06 0.46
v/s Ratio Perm
v/c Ratio 0.15 0.01 0.68 0.78 0.54
Uniform Delay, d1 52.7 40.8 7.1 54.6 2.1
Progression Factor 1.00 1.00 1.00 1.01 0.61
Incremental Delay, d2 0.7 0.0 3.0 22.5 1.1
Delay (s) 53.4 40.9 10.1 77.5 2.4
Level of Service D D B E A
Approach Delay (s) 47.0 10.1 10.1
Approach LOS D B B
Intersection Summary
HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 72.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 107 229 842 71 0 129 0 789 100 0 176 0 Future Volume (vph) 107 229 842 71 0 129 0 789 100 0 176 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3333 2197 1580 1363 1604 1495 3160
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3333 2197 1580 1363 1604 1495 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 107 229 842 71 0 129 0 789 100 0 176 0
RTOR Reduction (vph) 0 0 0 0 0 120 0 0 31 0 0 0
Lane Group Flow (vph) 0 336 842 71 0 9 0 789 69 0 176 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 33.1 63.1 11.5 11.5 66.5 66.5 36.3 Effective Green, g (s) 32.1 62.1 11.0 11.0 66.0 66.5 35.8 Actuated g/C Ratio 0.21 0.41 0.07 0.07 0.44 0.44 0.24
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 713 909 115 99 705 662 754
v/s Ratio Prot 0.10 c0.38 c0.04 c0.49 0.06
v/s Ratio Perm 0.01 0.05
v/c Ratio 0.47 0.93 0.62 0.10 1.12 0.10 0.23
Uniform Delay, d1 51.5 41.8 67.5 64.9 42.0 24.4 46.0
Progression Factor 1.00 1.00 1.00 1.00 0.41 0.15 0.74
Incremental Delay, d2 0.4 15.0 8.2 0.3 65.9 0.2 0.7
Delay (s) 51.9 56.7 75.6 65.2 83.3 3.7 34.8
Level of Service D E E E F A C
Approach Delay (s) 55.4 68.9 74.4 34.8
Approach LOS E E E C
Intersection Summary
HCM 2000 Control Delay 61.9 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 21.7 Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 99 3 119 12 738 126 189 865 35 32 3 11 Future Volume (vph) 99 3 119 12 738 126 189 865 35 32 3 11 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.92 1.00 1.00 0.62 0.81 Flpb, ped/bikes 0.54 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.97
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (prot) 826 1464 1524 1604 1340 1524 1663 940 1347 Flt Permitted 0.73 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.96 Satd. Flow (perm) 632 1464 1524 1604 1340 1524 1663 940 1347 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 99 3 119 12 738 126 189 865 35 32 3 11
RTOR Reduction (vph) 0 101 0 0 0 34 0 0 11 0 44 0
Lane Group Flow (vph) 99 21 0 12 738 92 189 865 24 0 2 0 Confl. Peds. (#/hr) 151 22 121 151
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 23.2 23.2 3.2 78.5 78.5 25.6 100.9 100.9 6.4 Effective Green, g (s) 23.2 23.2 2.7 79.0 79.0 25.1 101.4 100.9 5.9 Actuated g/C Ratio 0.15 0.15 0.02 0.53 0.53 0.17 0.68 0.67 0.04 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 97 226 27 844 705 255 1124 632 52
v/s Ratio Prot 0.01 0.01 c0.46 0.12 c0.52 c0.00
v/s Ratio Perm c0.16 0.07 0.03
v/c Ratio 1.02 0.09 0.44 0.87 0.13 0.74 0.77 0.04 0.03
Uniform Delay, d1 63.4 54.4 72.9 31.1 18.0 59.4 16.4 8.2 69.3 Progression Factor 1.00 1.00 0.86 0.63 0.68 0.77 0.51 0.84 1.00 Incremental Delay, d2 97.1 0.1 3.1 9.5 0.3 7.4 3.9 0.1 0.1 Delay (s) 160.5 54.5 65.5 29.2 12.5 53.4 12.2 7.0 69.4
Level of Service F D E C B D B A E
Approach Delay (s) 101.9 27.3 19.2 69.4
Approach LOS F C B E
Intersection Summary
HCM 2000 Control Delay 31.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 99 107 769 177 92 883
Future Volume (vph) 99 107 769 177 92 883
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.93 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1580 1414 1663 1406 1524 1610
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1580 1414 1663 1406 1524 1610
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 99 107 769 177 92 883
RTOR Reduction (vph) 0 95 0 41 0 0
Lane Group Flow (vph) 99 12 769 136 92 883
Confl. Peds. (#/hr) 41 26
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 8.6 8.6 46.6 46.6 8.1 58.2
Effective Green, g (s) 8.1 8.1 47.1 46.6 7.6 58.7
Actuated g/C Ratio 0.11 0.11 0.63 0.62 0.10 0.78
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 170 152 1044 873 154 1260
v/s Ratio Prot c0.06 0.46 0.06 c0.55
v/s Ratio Perm 0.01 0.10
v/c Ratio 0.58 0.08 0.74 0.16 0.60 0.70
Uniform Delay, d1 31.8 30.1 9.7 6.0 32.2 3.9
Progression Factor 1.00 1.00 1.00 1.11 1.03 1.15
Incremental Delay, d2 3.3 0.1 3.8 0.3 2.5 2.0
Delay (s) 35.1 30.2 13.4 6.9 35.7 6.5
Level of Service D C B A D A
Approach Delay (s) 32.5 12.2 9.3
Approach LOS C B A
Intersection Summary
HCM 2000 Control Delay 12.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 155 192 754 0 0 982
Future Volume (vph) 155 192 754 0 0 982
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1750 1565 1663 1604
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1750 1565 1663 1604
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 155 192 754 0 0 982
RTOR Reduction (vph) 0 166 0 0 0 0
Lane Group Flow (vph) 155 26 754 0 0 982
Confl. Peds. (#/hr) 35
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 10.6 10.6 55.1 55.1
Effective Green, g (s) 10.1 10.1 55.6 55.6
Actuated g/C Ratio 0.13 0.13 0.74 0.74
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 235 210 1232 1189
v/s Ratio Prot c0.09 0.45 c0.61
v/s Ratio Perm 0.02
v/c Ratio 0.66 0.12 0.61 0.83
Uniform Delay, d1 30.8 28.6 4.6 6.5
Progression Factor 1.00 1.00 1.69 0.69
Incremental Delay, d2 5.9 0.2 0.9 5.1
Delay (s) 36.7 28.7 8.7 9.5
Level of Service D C A A
Approach Delay (s) 32.3 8.7 9.5
Approach LOS C A A
Intersection Summary
HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 75.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Weekend Midday Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 34 64 690 259 319 818
Future Volume (vph) 34 64 690 259 319 818
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 3.5 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.96 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1750 1515 1559 1524 1663
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1750 1515 1559 1524 1663
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 34 64 690 259 319 818
RTOR Reduction (vph) 0 44 6 0 0 0
Lane Group Flow (vph) 34 20 943 0 319 818
Confl. Peds. (#/hr) 6 47
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 1 8 2 1 6
Permitted Phases
Actuated Green, G (s) 10.6 50.9 91.4 36.7 131.1
Effective Green, g (s) 10.1 46.3 91.9 36.2 131.6
Actuated g/C Ratio 0.07 0.31 0.61 0.24 0.88
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 117 467 955 367 1459
v/s Ratio Prot c0.02 0.01 c0.60 c0.21 0.49
v/s Ratio Perm
v/c Ratio 0.29 0.04 0.99 0.87 0.56
Uniform Delay, d1 66.5 36.3 28.5 54.6 2.2
Progression Factor 1.00 1.00 1.00 1.02 0.88
Incremental Delay, d2 1.7 0.0 26.2 11.8 0.9
Delay (s) 68.2 36.3 54.7 67.3 2.9
Level of Service E D D E A
Approach Delay (s) 47.4 54.7 20.9
Approach LOS D D C
Intersection Summary
HCM 2000 Control Delay 36.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 92.4% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
9: Shellmound Street & Christie Av 03/15/2024
Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 118 265 812 91 0 193 0 860 95 0 219 0 Future Volume (vph) 118 265 812 91 0 193 0 860 95 0 219 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 12 12 11 10 12 9 12 9 12 12 10 12
Total Lost time (s) 4.6 4.6 4.6 4.6 4.7 4.2 4.5
Lane Util. Factor 0.95 *0.75 1.00 1.00 1.00 1.00 0.95
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3335 2197 1580 1363 1604 1495 3160
Flt Permitted 0.98 1.00 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3335 2197 1580 1363 1604 1495 3160
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 118 265 812 91 0 193 0 860 95 0 219 0
RTOR Reduction (vph) 0 0 0 0 0 177 0 0 31 0 0 0
Lane Group Flow (vph) 0 383 812 91 0 16 0 860 64 0 219 0 Confl. Bikes (#/hr) 7 2 2
Turn Type Split NA custom Prot Perm NA Perm NA
Protected Phases 4 4 4 5 3 2 6
Permitted Phases 3 2
Actuated Green, G (s) 31.6 61.5 12.9 12.9 67.4 67.4 37.3 Effective Green, g (s) 30.6 60.5 12.4 12.4 66.9 67.4 36.8 Actuated g/C Ratio 0.20 0.40 0.08 0.08 0.45 0.45 0.25
Clearance Time (s) 3.6 4.1 4.1 4.2 4.2 4.0
Vehicle Extension (s) 2.5 2.5 2.5 3.0 3.0 3.0
Lane Grp Cap (vph) 680 886 130 112 715 671 775
v/s Ratio Prot 0.11 c0.37 c0.06 c0.54 0.07
v/s Ratio Perm 0.01 0.04
v/c Ratio 0.56 0.92 0.70 0.14 1.20 0.10 0.28
Uniform Delay, d1 53.7 42.4 67.0 63.9 41.5 23.8 45.9
Progression Factor 1.00 1.00 1.00 1.00 0.51 0.43 0.81
Incremental Delay, d2 0.9 13.9 14.1 0.4 100.0 0.2 0.9
Delay (s) 54.6 56.3 81.1 64.3 121.2 10.3 38.0
Level of Service D E F E F B D
Approach Delay (s) 55.7 69.7 110.2 38.0
Approach LOS E E F D
Intersection Summary
HCM 2000 Control Delay 75.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 21.7 Intersection Capacity Utilization 83.3% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
10: Shellmound Street & Ohlone Way & Hotel Entrance 03/15/2024 Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR WBR2 NBL NBT NBR SBL SBT SBR SEL2 SEL SER Lane Configurations
Traffic Volume (vph) 100 3 185 32 736 108 216 865 41 34 3 46 Future Volume (vph) 100 3 185 32 736 108 216 865 41 34 3 46 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 9 11 12 9 9 11 9 10 12 12 12 12
Total Lost time (s) 4.6 4.6 4.0 4.2 4.2 4.0 4.2 4.7 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.93 1.00 1.00 0.51 0.57 Flpb, ped/bikes 0.49 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.93
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.98 Satd. Flow (prot) 750 1464 1524 1604 1358 1524 1663 777 915 Flt Permitted 0.70 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.98 Satd. Flow (perm) 555 1464 1524 1604 1358 1524 1663 777 915 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 100 3 185 32 736 108 216 865 41 34 3 46 RTOR Reduction (vph) 0 164 0 0 0 38 0 0 13 0 79 0
Lane Group Flow (vph) 100 24 0 32 736 70 216 865 28 0 4 0 Confl. Peds. (#/hr) 190 18 158 190
Confl. Bikes (#/hr) 10 1
Turn Type Perm Prot Prot NA Perm Prot NA Perm Prot Prot Protected Phases 8 5 2 1 6 7 7
Permitted Phases 8 2 6
Actuated Green, G (s) 16.8 16.8 5.6 85.5 85.5 23.3 103.2 103.2 8.1 Effective Green, g (s) 16.8 16.8 5.1 86.0 86.0 22.8 103.7 103.2 7.6 Actuated g/C Ratio 0.11 0.11 0.03 0.57 0.57 0.15 0.69 0.69 0.05 Clearance Time (s) 4.6 4.6 3.5 4.7 4.7 3.5 4.7 4.7 3.5
Vehicle Extension (s) 2.0 2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 Lane Grp Cap (vph) 62 163 51 919 778 231 1149 534 46
v/s Ratio Prot 0.02 0.02 c0.46 c0.14 0.52 c0.00
v/s Ratio Perm c0.18 0.05 0.04
v/c Ratio 1.61 0.15 0.63 0.80 0.09 0.94 0.75 0.05 0.09
Uniform Delay, d1 66.6 60.1 71.5 25.2 14.4 62.9 14.9 7.6 67.9 Progression Factor 1.00 1.00 0.93 0.91 1.64 1.32 0.60 1.66 1.00 Incremental Delay, d2 338.1 0.2 12.0 5.4 0.2 34.4 3.5 0.1 0.3 Delay (s) 404.7 60.3 78.3 28.3 23.7 117.6 12.4 12.7 68.2 Level of Service F E E C C F B B E
Approach Delay (s) 179.9 29.6 32.7 68.2
Approach LOS F C C E
Intersection Summary
HCM 2000 Control Delay 50.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 84.0% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
11: Shellmound Street & Bay St 03/15/2024
Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 123 141 735 129 84 927
Future Volume (vph) 123 141 735 129 84 927
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 10 10 10 12 9 10
Total Lost time (s) 4.0 4.0 4.2 4.7 4.0 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.89 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1580 1414 1663 1343 1524 1610
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1580 1414 1663 1343 1524 1610
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 123 141 735 129 84 927
RTOR Reduction (vph) 0 121 0 35 0 0
Lane Group Flow (vph) 123 20 735 94 84 927
Confl. Peds. (#/hr) 65 52
Confl. Bikes (#/hr) 18
Bus Blockages (#/hr) 0 0 0 0 0 8
Turn Type Prot Perm NA Perm Prot NA
Protected Phases 8 2 1 6
Permitted Phases 8 2 2
Actuated Green, G (s) 10.9 10.9 44.6 44.6 7.8 55.9
Effective Green, g (s) 10.4 10.4 45.1 44.6 7.3 56.4
Actuated g/C Ratio 0.14 0.14 0.60 0.59 0.10 0.75
Clearance Time (s) 3.5 3.5 4.7 4.7 3.5 4.7
Vehicle Extension (s) 2.0 2.0 2.5 2.5 2.0 2.5
Lane Grp Cap (vph) 219 196 1000 798 148 1210
v/s Ratio Prot c0.08 0.44 0.06 c0.58
v/s Ratio Perm 0.01 0.07
v/c Ratio 0.56 0.10 0.73 0.12 0.57 0.77
Uniform Delay, d1 30.2 28.2 10.7 6.6 32.3 5.4
Progression Factor 1.00 1.00 0.81 0.37 0.92 1.67
Incremental Delay, d2 2.0 0.1 4.2 0.3 1.6 2.6
Delay (s) 32.1 28.3 12.8 2.7 31.4 11.7
Level of Service C C B A C B
Approach Delay (s) 30.1 11.3 13.3
Approach LOS C B B
Intersection Summary
HCM 2000 Control Delay 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.2 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
12: Shellmound Street & IKEA Exit 03/15/2024
Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 175 209 655 0 0 1050
Future Volume (vph) 175 209 655 0 0 1050
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 13 10 12 12 9
Total Lost time (s) 5.1 5.1 4.2 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1750 1565 1663 1604
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1750 1565 1663 1604
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 175 209 655 0 0 1050
RTOR Reduction (vph) 0 179 0 0 0 0
Lane Group Flow (vph) 175 30 655 0 0 1050
Confl. Peds. (#/hr) 28
Confl. Bikes (#/hr) 19
Turn Type Prot Perm NA NA
Protected Phases 8 2 6
Permitted Phases 8
Actuated Green, G (s) 11.3 11.3 54.4 54.4
Effective Green, g (s) 10.8 10.8 54.9 54.9
Actuated g/C Ratio 0.14 0.14 0.73 0.73
Clearance Time (s) 4.6 4.6 4.7 4.7
Vehicle Extension (s) 2.5 2.5 3.0 3.0
Lane Grp Cap (vph) 252 225 1217 1174
v/s Ratio Prot c0.10 0.39 c0.65
v/s Ratio Perm 0.02
v/c Ratio 0.69 0.13 0.54 0.89
Uniform Delay, d1 30.5 28.0 4.4 7.8
Progression Factor 1.00 1.00 1.35 1.09
Incremental Delay, d2 7.4 0.2 1.2 7.4
Delay (s) 38.0 28.2 7.2 16.0
Level of Service D C A B
Approach Delay (s) 32.7 7.2 16.0
Approach LOS C A B
Intersection Summary
HCM 2000 Control Delay 16.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.86
Actuated Cycle Length (s) 75.0 Sum of lost time (s) 9.3 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
13: Shellmound Street & IKEA Entrance 03/15/2024
Weekend P.M. Peak City of Emeryville Signal Timing 12:00 am 03/15/2024 Proposed Timing Synchro 11 Report

Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 49 43 612 190 230 995
Future Volume (vph) 49 43 612 190 230 995
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800
Lane Width 13 12 10 12 9 10
Total Lost time (s) 4.1 3.5 4.2 3.5 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.97 1.00 1.00
Flt Protected 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1750 1515 1584 1524 1663
Flt Permitted 0.95 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1750 1515 1584 1524 1663
Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00
Adj. Flow (vph) 49 43 612 190 230 995
RTOR Reduction (vph) 0 32 4 0 0 0
Lane Group Flow (vph) 49 11 798 0 230 995
Confl. Peds. (#/hr) 9 30
Confl. Bikes (#/hr) 20
Turn Type Prot pt+ov NA Prot NA
Protected Phases 8 1 8 2 1 6
Permitted Phases
Actuated Green, G (s) 13.8 44.4 97.9 27.0 127.9
Effective Green, g (s) 13.3 39.8 98.4 26.5 128.4
Actuated g/C Ratio 0.09 0.27 0.66 0.18 0.86
Clearance Time (s) 3.6 4.7 3.0 4.7
Vehicle Extension (s) 3.6 3.6 2.0 3.6
Lane Grp Cap (vph) 155 401 1039 269 1423
v/s Ratio Prot c0.03 0.01 c0.50 c0.15 0.60
v/s Ratio Perm
v/c Ratio 0.32 0.03 0.77 0.86 0.70
Uniform Delay, d1 64.1 40.8 17.9 59.9 3.9
Progression Factor 1.00 1.00 1.00 0.92 1.03
Incremental Delay, d2 1.4 0.0 5.4 11.9 1.4
Delay (s) 65.5 40.8 23.3 66.9 5.4
Level of Service E D C E A
Approach Delay (s) 54.0 23.3 17.0
Approach LOS D C B
Intersection Summary
HCM 2000 Control Delay 21.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 11.8 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group