Emeryville City Council
November 18, 2025

sessions highlighted a strong community preference for a separate bikeway to enhance safety and encourage cycling.

Emeryville is an urban environment with high pedestrian and cyclist activity. The selected bikeway facility needed to reflect the urban context and support the City’s goals for active transportation.

The 40th Street corridor serves as a regional bike corridor connecting residential areas, commercial centers, and transit hubs. It is an essential bike corridor serving a diverse range of users, including commuters, families, shoppers, and recreational cyclists. The Project creates a single, seamless, and safe arterial bike corridor connecting three distinct networks: the local bicycle network, the regional transit network (with direct links to MacArthur BART and West Oakland BART), and the recreational Bay Trail system. This strategic connection justifies the investment in 40th Street itself, as it serves a broader regional function beyond what Emeryville’s local bike network connections provide.

Safety was a paramount concern in the decision-making process. The corridor has experienced a considerable number of vehicle-cyclist and vehicle-pedestrian collisions, particularly at intersections. Community feedback underscored the need for a design that minimizes conflict points between vehicles and nonmotorized users. The two-way cycle track addresses these concerns by providing a physical barrier between cyclists and motor vehicles, thereby reducing the risk of collisions. In addition to the bikeway, the Project incorporates traffic calming measures to further enhance safety. The reduction of vehicle travel lanes and the implementation of full and partial closures at unsignalized intersections were designed to slow down traffic and create a more predictable environment for all users. These measures complement the two-way cycle track by ensuring that motor vehicles operate at safer speeds along the corridor. Even with closures, the two-way cycle track could be integrated into the existing right-of-way without significant roadway widening or the removal of essential pedestrian amenities.

Jennifer Harmon
August 29, 2025

4. Multimodal Operations (40th
Street Project Part 1)

4.1 Methodology
The multimodal operations analysis was prepared using Vissim multimodal microsimulation software, which provides outputs for a range of measures of effectiveness (MOE). The MOEs calculated from the Vissim model were based on an average of ten simulation runs to account for random vehicle, pedestrian, and bicycle arrivals. Conditions for weekday PM commute peak hour were modeled and the results documented. The model used new multimodal traffic counts taken for all study intersections in January 2023 and in March 2024 and reflect the recently opened Chick-fil-A on the southwest corner of Horton Street at 40th Street. The model also included traffic from yet to be built major development projects including buildout of the Sherwin Williams and BMR developments. Two alternatives were evaluated, and Attachment C provides the multimodal traffic volumes used in the analysis.
• Alternative 1 (2025 Forecast) – Existing traffic volumes plus traffic from approved major development projects yet to be built. This includes the buildout of the Sherwin Williams and BMR sites with 2023 geometrics and traffic signal operations. • Alternative 2 (Modified Project) – Same traffic volumes as Alternative 1 with the Project geometry approved by City Council in July 2023, including unsignalized side street closures and optimized traffic signal operations.

4.1.1 Vissim Model
Multimodal operations for pedestrians, bicycles, motor vehicles, and transit modes were modeled during the weekday PM commute peak hour. Bicycle, pedestrian, and vehicle volumes were loaded into the model to simulate how individual bicycles, pedestrians, buses, trucks, and cars interact with transit along the 40th Street corridor. Buses entered and exited the network according to posted bus times on AC Transit and Emery Go-Round (EGR) websites.

The Vissim model was validated to the City of Emeryville’s citywide Synchro software network and field observations. Both software platforms (Vissim and Synchro) use the methods outlined in the Highway Capacity Manual (HCM) to evaluate multimodal traffic operations.

The Vissim model accounts for intersections interacting with each other across the length of the corridor while the Synchro model looks at each intersection in isolation. The increase in vehicle delay is especially important at the San Pablo Avenue and 40th Street intersection where, during the PM peak hour, vehicle queues spill back to upstream intersections. The Vissim model captures Jennifer Harmon
August 29, 2025

the effect of this spillback on upstream intersection operations, leading to results that better reflect field observations.

Given the bus stop modifications analyzed with this Project, special focus was placed on simulating transit operations in the corridor for the AC Transit and Emery Go-Round (EGR) services. At existing stops with width for cars to pass, buses were assumed to pull up to the curb and out of the travel lane, allowing vehicles to pass. This requires the bus to merge back into traffic after completing the stop, which is consistent with field observations. Bus dwell times, defined as the time when a bus is stationary with doors open at a stop, were based on field observation averages. Based on observations, AC Transit buses have longer dwell times than EGR buses. This is likely because AC Transit buses require passengers to pay fares individually during boarding, which increases dwell time. EGR service does not require a fare; therefore, the boarding process is faster. The model used average dwell time for AC Transit and EGR buses. 2 The dwell time for all buses in the model is constant because the objective of this analysis is to compare the location and type of stops on the corridor between existing and Plus Project conditions and their respective impact on multimodal operations. By keeping dwell time constant, the maneuvering time into and out of each stop becomes the analysis focus, which aligns with the goal of analyzing the location and type of stops on the corridor. For AC Transit buses the dwell time is 12 seconds; for EGR buses the dwell time is 8 seconds.

All buses were assumed to stop on 40th Street at the San Pablo Avenue and Emery Street stops, while buses stop 50% of the time at all other stops on the corridor. This assumption provides enough data to perform a comprehensive stop analysis and captures the lower observed stop rate at the other stops in the corridor.

The calibrated Vissim model used for the 40th Street Multimodal Project – Multimodal Transportation Analysis (August 2023) was used for this analysis. The model was expanded to include the following additional intersections on Park Avenue, north of 40th Street, to assess travel times and traffic operations with the Project and the unsignalized side street closures. The added Park Avenue intersections are:
• Park Avenue at Hubbard Street
• Park Avenue at Holden Street
• Park Avenue at Haven Street
• Park Avenue at Harlan Street
• Park Avenue at Watts Street
• Park Avenue at Emery Street
• Park Avenue at San Pablo Avenue

2 Wheelchair loading was not considered in the model. If a bus is stopped 8 to 10 minutes for wheelchair loading this would mean that the bus lane is blocked and buses behind the stopped bus would enter the adjacent travel lane to go around the stopped bus.

Jennifer Harmon
August 29, 2025

4.2 Measures of Effectiveness
Three evaluation metrics were used to develop and evaluate the Project for transit service in the corridor: bus maneuvering time into and out of stops, end-to-end travel time on 40th Street, and intersection level of service.

4.2.1 Bus Maneuvering Time
Bus maneuvering time focuses on the behavior of buses at bus stops and was calculated according to the following equations:
• Total Delay = (Bus Travel Time – Free Flow Time)
• Maneuvering Time = Total Delay – Dwell Time
Free flow time is the time the bus would take to travel through the bus stop area if it did not stop at the bus stop. Free flow time was calculated based on the link segment distance that contains the bus traveling at the posted speed. Bus travel time is output by Vissim and is the actual time it takes the bus to travel the bus stop link segment distance, including time spent stationary at the curbside bus stop and time to merge in and out of the travel lane. Total delay is the difference between bus travel time and free flow time and represents the amount of time the bus spends making the stop. Dwell time is also output by Vissim. For this study, this time was kept fixed based on field observations. Maneuvering time is the difference between total delay and dwell time and represents the amount of time the bus spends merging out of and into traffic at each bus stop.

4.2.2 End-to-End Travel Time
End-to-end travel time is the actual time vehicles spend in the study corridor and is a measure of travel time performance. This metric is calculated for vehicles traveling eastbound and westbound on 40th Street between the IKEA Entry intersection and Yerba Buena Avenue intersection with 40th Street, about 650 feet east of Adeline Street, and vice versa. The analysis includes the auto/ truck vehicle class and the bus vehicle class i.e., AC Transit and EGR. Note that the findings in this memorandum subdivide the end-to-end travel time to include travel time through the transit hub, travel time west of the transit hub, and travel time east of the transit hub.

4.2.3 Level of Service
Roadway facility operations are typically described with the term level of service (LOS), a qualitative description of traffic flow based on factors such as speed, travel time, delay, and freedom to maneuver. Six levels are defined from LOS A, which reflects free-flow conditions with little interaction between vehicles, to LOS F, where the vehicle demand exceeds the intersection capacity and elevated levels of vehicle delay result. LOS E represents “at-capacity” operations. LOS F occurs when traffic volumes exceed the intersection capacity, stop-and-go conditions result, and a vehicle may wait through multiple signal cycles before passing through the intersection.

Jennifer Harmon
August 29, 2025

4.3 Analysis Results
The following figures and tables present the identified performance metrics in the 40th Street corridor under the three alternatives evaluated.

4.3.1 Bus Maneuvering Time
Figure 2 illustrates the bus maneuvering times from the analysis for the two alternatives.

Overall, the analysis shows that near side stops adjacent to a traffic signal have longer maneuvering times because buses have a harder time merging back into the travel lane. Since the stop is near side of the intersection, traffic signal related delays and queues affect the maneuvering time. Under Alternative 1, the near side eastbound bus stop at 40th Street at Emery Street has the longest maneuvering time.

Under Alternative 2, the delay at the westbound bus stops on 40th Street approaching San Pablo Avenue increase compared to conditions without the Project. The degradation of service at these stops is due to buses leaving the stop that may experience additional delay if the traffic signal indication at San Pablo Avenue for the westbound right turn lane is red. The westbound right turn signal indication is a protected phase to physically separate right turning traffic from the pedestrian and bicyclist crossings. The Harlan near side stops are removed with the Project. The remainder of the bus stops would maintain their maneuvering time with the Project.

Figure 2: PM Peak Average Bus Maneuvering Times along 40th Street Jennifer Harmon
August 29, 2025

4.3.2 Corridor Travel Times
This section presents the directional travel times for the weekday PM commute peak hour for Alternative 1 and Alternative 2, by AC Transit / EGR buses and by autos / trucks. Travel time incorporates the average of all vehicles traveling the corridor and includes the travel time between intersections, the time while slowing or stopped at traffic signals, and the time spent maneuvering/(un)loading at bus stops. Travel times were calculated for the following:
• Buses, autos, and trucks traveling eastbound and westbound on 40th Street:
◦ Between IKEA Entry and San Pablo Avenue
◦ Through the Transit Plaza (between San Pablo Avenue and Adeline Street) ◦ Between Adeline Street and Yerba Buena Avenue
• Buses, autos, and trucks traveling northbound and southbound on San Pablo Avenue between 47th Street to 36th Street.

Attachment D presents the Weekday PM commute peak hour average speed plots for buses and autos/trucks to visualize the low-speed zones within the study corridor.

4.3.2.1 Bus (AC Transit and EGR combined) Travel Times
Under Alternative 2, the following travel time findings were identified from the detailed travel times shown in Table 2a.

Table 2a: 40th Street Travel Times (Buses Combined) –
Alternative 1 versus Alternative 2
Direction
PM Commute Peak Hour Travel Time
(minutes)
Alt 1 Alt 2 Change (Seconds)
40th
WB
Yerba Buena Avenue to Adeline Street 0.5 0.7 + 6 seconds Transit Plaza – (Adeline Street to San Pablo Avenue) 1.5 1.6 + 6 seconds San Pablo Avenue to IKEA 5.4 5.6 + 12 seconds
40th
EB
IKEA to San Pablo Avenue 7.6 6.4 - 72 seconds
Transit Plaza – (San Pablo Avenue to Adeline Street) 0.8 0.9 + 6 seconds Adeline Street to Yerba Buena Avenue 0.3 0.3 No change
San Pablo Avenue SB (47th Street to 36th Street) 4.5 5.0 + 30 seconds San Pablo Avenue NB (36th Street to 47th Street) 2.8 3.4 + 36 seconds Source: Fehr & Peers, April 2025.

4.3.2.1.1 Westbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, westbound travel times for combined buses is anticipated to increase about 6 seconds compared to Alternative 1 No Jennifer Harmon
August 29, 2025

Project, because buses travel with the protected right-turn phase, and must wait for the right-turn signal to be able to cross the intersection.

East of the Transit Plaza, westbound combined bus travel times increase by about 6 seconds (between Yerba Buena Avenue and Adeline Street) because buses, autos, and trucks share one westbound lane east of Adeline Street.

West of the Transit Plaza between San Pablo Avenue and IKEA, the westbound travel times increase about 12 seconds because buses, autos, and trucks share both westbound lanes between San Pablo Avenue and Emery Street. Autos and trucks must share the bus lane because of the dual left-turn lane from San Pablo Avenue onto westbound 40th Street. Auto and truck traffic from the dual left turn lanes merge into the single westbound lane on 40th Street after the Emery Street intersection.

4.3.2.1.2 Eastbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, eastbound travel times for combined buses is anticipated to increase about 6 seconds compared to Alternative 1 No Project.

The increase in time spent within the Transit Plaza is due to a slight increase in bus stop delays because buses stop in the bus lane, whereas with Alternative 1 buses pull out of the lane to stop.

East of the Transit Plaza, eastbound combined bus travel times remain unchanged (between Adeline Street and Yerba Buena Avenue).

West of the Transit Plaza between IKEA and San Pablo Avenue, the eastbound bus travel times improve by 72 seconds compared to Alternative 1 because the Project provides a bus lane, removing auto and truck traffic congestion from bus flows.

4.3.2.1.3 San Pablo Avenue
Along San Pablo Avenue, between 36th Street and 47th Street, the bus travel times increase by 30-36 seconds under Alternative 2, because the signal optimization at 40th Street was adjusted to reflect the protected westbound right-turn lane signal phase.

4.3.2.2 Auto / Truck Travel Times
Under Alternative 2, the following travel time findings were identified. Refer to Table 5b for the detailed travel times.

Jennifer Harmon
August 29, 2025

Table 5b: 40th Street Travel Times (Autos and Trucks) – Alternative 1 versus Alternative 2
Direction
PM Commute Peak Hour Travel Time
(minutes)
Alt 1 Alt 2 Change (Seconds)
40th
WB
Yerba Buena Avenue to Adeline Street 0.5 0.6 + 6 seconds Transit Plaza – (Adeline Street to San Pablo Avenue) 1.1 0.8 - 18 seconds San Pablo Avenue to IKEA 3.4 3.7 + 18 seconds
40th
EB
IKEA to San Pablo Avenue 5.6 5.8 + 12 seconds
Transit Plaza – (San Pablo Avenue to Adeline Street) 0.4 0.3 - 6 seconds Adeline Street to Yerba Buena Avenue 0.3 0.3 No change
San Pablo Avenue SB (47th Street to 36th Street) 3.1 3.6 + 30 seconds San Pablo Avenue NB (36th Street to 47th Street) 2.2 2.3 + 6 seconds Source: Fehr & Peers, April 2025.

4.3.2.2.1 Westbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, westbound travel times for autos and trucks is anticipated to improve by about 18 seconds compared to Alternative 1 No Project. The decrease in time spent within the Transit Plaza is because the bus lane separates bus maneuvers from the bus stops from westbound vehicles traveling through the intersection as well as signal optimization for westbound 40th Street to accommodate the protected right-turn phase.

East of the Transit Plaza, the auto and truck westbound travel times are expected to increase by 6 seconds (between Adeline Street and Yerba Buena Avenue) because buses and autos share one westbound lane east of Adeline Street under the Project.

West of the Transit Plaza between San Pablo Avenue and IKEA, the westbound travel times are expected to increase by 18 seconds because the Project removes one westbound travel lane for vehicles and trucks.

4.3.2.2.2 Eastbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, eastbound travel times for autos and trucks is anticipated to improve about 6 seconds compared to Alternative 1 No Project, since the bus lane prevents buses maneuvering at bus stops from disrupting vehicular travel.

East of the Transit Plaza, autos and trucks eastbound travel times remain unchanged (between Adeline Street and Yerba Buena Avenue).

West of the Transit Plaza, between IKEA and San Pablo Avenue, the eastbound travel times are expected to increase by about 12 seconds compared to Alternative 1 because the Project has one eastbound through lane approaching San Pablo Avenue.

Jennifer Harmon
August 29, 2025

4.3.2.2.3 San Pablo Avenue
Along San Pablo Avenue, between 36th Street and 47th Street, the southbound auto and truck travel time increases by 30 seconds and the northbound increases by 6 seconds under Alternative 2, because the signal optimization at 40th Street was adjusted to reflect the protected westbound right-turn lane signal phase.

4.3.3 Level of Service and Delay Analysis
Intersection operations during the PM commute peak hour are presented in Table 6 on the following page. All intersections operate at LOS D or better with Alternative 1 and Alternative 2.

The San Pablo Avenue / 40th Street intersection operations are expected to be similar between the two alternatives because of signal optimization which balances the delay across the intersection approaches. While the Emery Street intersection operations are expected to deteriorate from LOS C to D because green time is prioritized for the 40th Street movements.

Intersection delay along Park Avenue increases slightly but operations remain at LOS B or higher.

As noted in the 40th Street Multimodal Project - Truck Activity Analysis Memo trucks are currently using Park Avenue even though truck restriction signs are posted throughout the corridor west of Hollis Street and the multimodal operations analysis assumed that this behavior would continue.

To offset these impacts and enhance safety, the city is implementing a holistic strategy for Park Avenue that includes new, clearer truck wayfinding signage to better direct commercial vehicles.

The city is also actively improving pedestrian safety on Park Avenue through separate initiatives, such as the 2024 Sustainable Streetscapes project, which is adding high visibility crosswalks and green infrastructure bulb-outs at the Park Avenue and Hollis Street intersection.

Attachment E provides the intersection analysis worksheets.

Jennifer Harmon
August 29, 2025

Table 6: Intersection Level of Service and Delay – PM Commute Peak Hour – Alternative 1 versus Alternative 2
ID Intersection Control 1
Alternative 1 Alternative 2
Delay 2 LOS 2 Delay 2 LOS 2
1 Adeline St/40th St Signal 24 C 33 C
2 San Pablo Ave/40th St Signal 46 D 46 D
3 Emery St/40th St Signal 26 C 53 D
4 Watts St/40th St3 Side-street
Stop 8 (EB 16) A (C) -- --
5 Harlan St/40th St Signal 10 A 15 B
6 Haven St/40th St3 Side-street
Stop 1 (SB 9) A (A) -- --
7 Hollis St/40th St Signal 37 D 28 C
8 Holden St/40th St Side-street
Stop 3 (SB 20) A (C) 4 (NB 9) A (A)
9 Horton St/40th St Signal 39 D 41 D
10 Hubbard St/40th St Side-street
Stop 8 (NB 14) A (B) 5 (NB 8) A (A)
11 Shellmound St/
IKEA Entrance Signal 19 B 8 A
12 San Pablo Ave/Park Ave Signal 11 B 11 B
13 Emery St/Park Ave
Side-street
Stop 5 (NB 18) A (C) 5 (NB 19) A (C)
14 Watts St/Park Ave All-way Stop 7 A 8 A
15 Harlan St/Park Ave Side-street
Stop 2 (NB 11) A (B) 2 (NB 11) A (B)
16 Haven St/Park Ave Side-street
Stop 1 (NB 14) A (B) 1 (NB 14) A (B)
17 Hollis St/Park Ave Signal 14 B 15 B
18 Holden St/Park Ave Side-street
Stop 3 (NB 11) A (B) 3 (NB 10) A (B)
19 Horton St/Park Ave All-way Stop 10 B 10 B
20 Hubbard St/Park Ave Side-street
Stop 3 (NB 12) A (B) 4 (NB 12) A (B)
21 San Pablo Ave/45th Ave Signal 10 A 8 A
22 Hollis St/45th Ave Signal 11 B 11 B
Notes:

1. Signal = Signalized intersection.

2. For signalized intersections, average intersection delay and LOS based on the 2010 HCM method are shown. For side-street stop-controlled intersections, delays for worst movement and average intersection delay are shown.

3. Unsignalized side street intersections at 40th Street to be closed in Alternative 2.

Source: Fehr & Peers, April 2025.

Jennifer Harmon
August 29, 2025

5. Multimodal Operations
(Shellmound Street Project Part 2)

5.1 Study Intersections and Methodology

5.1.1 Project Study Intersections
There are five (5) study intersections. Attachment F shows the locations and turning movements at the project study intersections evaluated along Shellmound Street. 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

5.1.2 Intersection Analysis Methodology
Existing operational conditions at the five 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 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 G summarizes the HCM 2000 results for the study intersections. Table 7 on the next page describes the relationship between LOS and the average control delay at signalized intersections.

Jennifer Harmon
August 29, 2025

Table 7: 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. 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 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 through multiple 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.

5.1.3 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.

5.2 Project (Part 2) 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 lanes.

Jennifer Harmon
August 29, 2025

5.2.1 Two-way Cycle Track Features
The Project (Part 2 of the 40th Street Multimodal Project) proposes a two-way cycle track 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 Part 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 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.

5.2.2 Bus 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 lane to turn right. The right turn lane removal was recently completed as part of a separate project.

The southbound bus 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 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.

5.3 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

5.3.1 Level of Service and Delay Analysis
Table 8a documents the existing level of service conditions at the study intersections. Under existing conditions, all intersections are performing at LOS D or better.

Jennifer Harmon
August 29, 2025

Table 8a: Intersection Level of Service Conditions under Scenario 1 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, April 2025.

Table 8b documents the level of service conditions at the study intersections under Scenario 2.

Notably, 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 8c 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
August 29, 2025

Table 8b: 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, April 2025.

Table 8c: 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, April 2025.

Jennifer Harmon
August 29, 2025

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 Christie Avenue continue to fail 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 lanes should be considered for the Shellmound Street study segment (Part 2) for the weekdays but during the weekend the bus lanes should be open to all traffic.

6.Appendix
Attachment A Modified Project Striping Plan
Attachment B Transportation Committee and Council Agenda Items Attachment C Alternatives 1 and 2 Peak Hour Intersection Multimodal Traffic Volumes (Part 1) Attachment D Alternatives 1 and 2 Corridor Speed Plots (Part 1) Attachment E Intersection LOS and Delay Calculation Worksheets (Part 1) Attachment F Intersection Multimodal Traffic Volumes (Part 2) Attachment G Intersection LOS and Delay Calculation Worksheets (Part 2) Attachment A:

Modified Project Striping Plan
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100% SUBMITTAL, NOT FOR CONSTRUC 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL

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100% SUBMITTAL, NOT FOR CONSTRUC 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL

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100% SUBMITTAL, NOT FOR CONSTRUC 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL

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100% SUBMITTAL, NOT FOR CONSTRUC 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL

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CAL I FORNIA DETAIL A DETAIL B
17' 12' 8'
4'
1 2
4R99C(CA)
9 EX. R30(CA) SIGN ON STREETLIGHT POLE EX. GREEN CURB (2HR PARKING LIMIT) EX. R30(CA) 20' R/C 20' B/C 8' PARKING ONLY MINIMUM FINE $250
DWY © 2024 Microsoft Corporation © 2024 Maxar ©CNES (2024) Distribution Airbus DS 20'
R/C
20'
B/C8' 12' 10' 13' PARKING ONLY MINIMUM FINE $250
1 4'
2 R99C(CA)
6 4
5 43'
Y/C EX. NO TRUCK PARKING (4PM TO 6AM) EX. R30 (CA) EX. LOADING ZONE (7AM-10AM, M-F) 20' R/C 20' B/C 8' 11' 11'
21'
4'
1 2 PARKING ONLY MINIMUM FINE $250 R99C(CA)
6 4
5' EX. R30 (CA) EX. G7-1 (CA) 20' R/C 20' B/C
1 2PARKING ONLY MINIMUM FINE $250 LOADING ONLY TO 7AM 6PM EXCEPT SUNDAY 30 MINUTE LIMIT 73' Y/C 8' 11' 10' 11' 13'
4 5 R99C(CA)
6 R25A(CA)
6 4'
3' EX. R30 (CA) © 2024 Microsoft Corporation © 2024 Maxar ©CNES (2024) Distribution Airbus DS PARKING ONLY MINIMUM FINE $250 20'
R/C
20'
B/C 8' 11' 11' 8'
3 2 4'
4 8
6 R99C(CA) PARKING ONLY MINIMUM FINE $250
20'
R/C
20'
B/C
1 2 18' 11' 8' 4'
4 6 R99C(CA) EX. R30 (CA) <<
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/ / / / / / / / / / / / / / / / / / / PARKING ONLY MINIMUM FINE $250 2 3
20' R/C
20' B/C
8'
11'
11'
10'
11'
9'
8'
4'
4 9 R99C(CA) R7-22 EX. R2-1(25) EX. R7-22EX. R30 (CA) EX. NO COMMERCIAL TRUCK PARKING SIGN 7 8'
10'
10'
8'
20' R/C
19' B/C
2 3 PARKING ONLY MINIMUM FINE $250
4'
4 R99C(CA)
6 100% SUBMITTAL, NOT FOR CONSTRUC 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL

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CAL I FORNIA 20' 10' 0' 10' 20' SCALE: 1" = 20' INSTALL RED CURB BEGINNING AT CURB RETURN INSTALL INTERNATIONAL SYMBOL OF ACCESSIBILITY (ISA) MARKING PER CALTRANS STD. PLAN A24C INSTALL RED CURB BEGINNING AT CROSSWALK INSTALL BLUE CURB AS SHOWN INSTALL YELLOW CURB AS SHOWN INSTALL SIGN AS SHOWN ON NEW POST PER CALTRANS STD. PLANS RS1 AND RS5 REMOVE AND SALVAGE EXISTING SIGN REMOVE AND RELOCATE BIKE SHARE STATION INSTALL SIGN ON EXISTING POST OR STREETLIGHT 123456789 KEYNOTES PARK AVE AT HALLECK ST 1" = 20' 1 PARK AVE AT HOLLIS ST 1" = 20' 2 PARK AVE AT HAVEN ST 1" = 20'
3 PARK AVE AT EMERY ST 1" = 20'
4 40TH ST AT HORTON ST 1" = 20'
5 40TH ST AT HARLAN ST 1" = 20'
6 40TH ST AT ADELINE ST 1" = 20'
7 41ST ST AT ADELINE ST 1" = 20'
8 LEGEND RED CURB (R/C) BLUE CURB (B/C) - ACCESSIBLE PARKING YELLOW CURB (Y/C) - LOADING ZONE GREEN CURB - TIME-LIMITED PARKING GENERAL NOTES 1. ALL EXISTING SIGNS TO REMAIN UNLESS OTHERWISE SHOWN ON PLANS 100% SUBMITTAL, NOT FOR CONSTRUC 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL REGI STERED PROFESS IONAL ENGI NEER STATE OF CAL I FORNIA PAVEMENT DELINEATION SHEET No. LOCATION THERMOPLASTIC TRAFFIC STRIPING PAVEMEN T MARKER (RETROR EFLECTIV E) THERMOPLASTIC PAVEMENT MARKING 6" YELLOW 6" WHITE 8" WHITE

PAINT BLUE CURB

RED PARKING

PAINT WHITE CURB

RED STRIPED BUS
LANE

RED BACKGROUND

BUS ONLY

RED BUS LANE

GREEN BIKE LANE

LIMIT LINE

BIKE LANE

EXTENSION

SHARED ROADWAY

BIKE SYMBOL

BIKE SYMBOL W/
PERSON

BIKE LANE TYPE I
ARROW
TYPE I 10FT
ARROW

TYPE IV (L,R)

ARROW (BIKE)

TYPE IV (L,R)
ARROW

TYPE VII (L,R)

ARROW ,MERGE

TYPE III (B) ARROW
(BIKE)

TYPE VI ARROW

YIELD LINE

BUS ONLY

SPEED TABLE

CONTINENTAL

CROSSWALK
DIAGONAL (6" WIDE)

CHEVRONSOLID DASH SOLID DASH
TYPE D

CL (BIKE)

SL (BIKE)
DETAIL 22
DETAIL 28
DETAIL 29
DETAIL 41
DETAIL 27B
DETAIL 39
DETAIL 8
DETAIL 9
DETAIL 39A
DETAIL 40
DETAIL 38 LF EA EA LF LF LF SQFT SQFT PD-01 SHLMD 246 326 54 690 163 48 239 1 58 471 392 38 24 42 21 31 5 562 158 PD-02 SHLMD 800 1,477 1,377 291 119 1,354 125 6 387 902 7,937 558 35 14 5 84 24 30 PD-03 40TH 399 798 797 801 69 460 4,738 14 7 42 PD-04 40TH 223 150 119 213 417 24 129 195 691 32 4 77 804 4,217 1,675 28 14 15 27 42 3 84 24 54 HUBBARD 2 PD-05 40TH 131 269 273 21 98 218 274 308 116 200 444 29 17 64 558 719 3,183 1,108 147 48 12 42 14 150 54 42 13 84 24 1,130 HORTON 50 4 PD-06 40TH 207 81 345 119 240 153 68 162 612 43 10 429 718 5,537 800 28 14 14 75 84 36 HOLDEN 2 PD-07 40TH 285 57 248 30 323 153 394 128 90 486 717 27 30 297 700 5,963 1,735 132 51 12 70 35 8 150 42 5 126 24 1,514 HOLLIS 2 1 PD-08 40TH 406 278 109 377 586 36 230 640 36 24 3 432 904 5,724 442 76 18 28 14 120 84 1,296 HARLAN 2 PD-09 40TH 387 196 37 92 383 104 475 132 200 636 23 20 6 598 1,215 4,695 2,102 81 54 12 56 28 14 135 12 168 48 1,290 WATTS EMERY 2 PD-10 40TH 390 357 199 196 373 544 212 415 459 859 50 895 345 3,094 1,578 144 60 69 35 18 84 180 14 42 12 1,562 10 SAN PABLO 2 1 PD-11 40TH 143 478 137 264 562 1,112 56 153 136 120 633 55 10 151 353 2,926 2,373 71 60 23 63 25 42 105 126 14 42 12 944 ADELINE 2 5 18 PD-12 40TH 108 57 58 174 11 2 176 46 7 4 81 29 116 PD-D-02 ADA 160 160 TOTAL 3,617 557 2,294 50 3,574 704 619 6,307 744 7,561 518 126 160 160 131 4,295 7,120 48,014 12,939 689 315 173 448 207 154 8 961 162 0 252 74 840 204 8,328 268 116 REMOVE PAVEMENT DEINEATION SHEET NO LOCATION REMOVE YELLOW THERMOPLASTIC TRAFFIC STRIPE (HAZARDOUS) REMOVE THERMOPLASTIC TRAFFIC STRIPE LF LF PD-1 SHELLMOUND 148 308 65TH ST 53 172 PD-2 66TH ST 152 PD-3 SHELLMOUND 143 243 67TH ST 177 203 TOTAL 673 926 REMOVE PAVEMENT MARKING SHEET NO LOCATION

RR XING
SYMBOL

TYPE IV
ARROW

TYPE VII
ARROW

LIMIT LINE

BIKE LANE
SYMBOL

BIKE LANE
ARROW

CONTINENTA
L XING SQFT PD-1 SHELLMOUND 15 42 175 7 3.5 65TH ST 140 92 144 PD-2 66TH ST 70 PD-3 SHELLMOUND 67TH ST 70 7 3.5 TOTAL 280 15 42 267 14 7 144 GRAND TOTAL 769 100% SUBMITTAL, NOT FOR CONSTRUC CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS BAY ST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% SUBMITTAL, NOT FOR CONSTRUC CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% SUBMITTAL, NOT FOR CONSTRUC CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% SUBMITTAL, NOT FOR CONSTRUC CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% SUBMITTAL, NOT FOR CONSTRUC

CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS Attachment B:

Transportation Committee and City Council
Agendas





     


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C A L I F O R N I A

M E M O R A N D U M
DATE: July 18, 2023
TO: Paul Buddenhagen, City Manager
FROM: Mohamed Alaoui, Public Works Director
SUBJECT: 40th Street Multimodal Project:

Resolution Of The City Council Of The City Of Emeryville Approving Concept Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard) As Part Of The 40th Street Multimodal Project; And/Or
Resolution Of The City Council Of The City Of Emeryville Approving Addition Of New Scope Of Work (Exhibit A-1) Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street As Part Of The 40th Street Multimodal Project Into The Professional Services Contract With Diablo Engineering Group; And/Or
Resolution Of The City Council Of The City Of Emeryville Approving Addition Of New Scope Of Work (Exhibit A-2) Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (CIP No. SUT-05) Into The Professional Services Contract With Diablo Engineering Group; And
Resolution Of The City Council Of The City Of Emeryville Authorizing The City Manager To Execute A First Amendment To The
Professional Services Contract With Diablo Engineering Group For Additional Services As Described In Exhibit(s) ___________, Increase The Total Compensation By $___________, For A Total Amount Not To Exceed $___________

RECOMMENDATION
Staff recommends that the City Council adopt the above-entitled resolutions.

BACKGROUND
The 40th Street Multimodal Project (“Project”) is a significant initiative undertaken by the City of Emeryville to improve transportation conditions for bus riders, pedestrians, and cyclists. The project focuses on the redesign of 40th Street, as well as sections of San Pablo Avenue and Shellmound Street, with the aim of enhancing connectivity, safety, and efficiency for various modes of transportation.

This Project holds significant importance as 40th Street has been designated as a major Transit Street and Regional Retail Access Route, serving as a vital multimodal 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

connector within Emeryville. It plays a critical role in providing access to employment opportunities, essential services, and regional transit hubs/destinations, including the MacArthur BART Station, San Pablo Avenue, and the Bay Trail.

The suite of improvements proposed in the Project include the implementation of dedicated bus-only lanes in both directions along 40th Street, aimed at reducing travel time for buses and optimizing transit efficiency. Furthermore, a two-way Class 4 separated bikeway will be established, running from Adeline Street to the Bay Bridge Trail. This dedicated bikeway aims to enhance safety for cyclists while also promoting active transportation and improving accessibility. Lastly, to ensure pedestrian safety, the Project incorporates improvements at eleven intersections along the route. These enhancements encompass various measures such as traffic calming measures, enhanced crosswalks, and the installation of bus boarding islands and shelters.

On March 3, 2020, the City Council approved the conceptual design of the Project and found it to be exempt from the California Environmental Quality Act. As part of the resolution, City Council added items for consideration in the final engineering design phase which included a feasibility analysis of closing unsignalized cross streets on the northside of 40th Street.

The City of Emeryville has made significant progress in advancing the Project since City Council’s concept approval in March 2020. In 2021, the City received $3,174,000 for the Design Phase from Alameda CTC for transit improvements and from the statewide Active Transportation Program for pedestrian and bicycle improvements. In 2022, the City received $3,800,000 from the statewide Affordable Housing and Sustainable Communities Program for construction of a transportation project to support infill and compact developments that reduce greenhouse gas emissions. Lastly in May 2023, the City received notice that they will be awarded $8,376,000 from Alameda CTC's Comprehensive Investment Program 2024 which covers the remaining construction funding gap for the Project.

In August 2022, the Public Works Department issued a Request for Proposals for "Professional Design Services for the 40th Street Transit-Only Lanes And Multimodal Enhancements Project." Two consultant teams submitted proposals, demonstrating a detailed understanding of the project, strong team composition, and technical expertise from past projects. After careful evaluation, City staff identified Diablo Engineering Group (“Diablo Engineering”) as the most suitable consultant, considering their approach, experience, and understanding of the City's requirements.

Following the evaluation process, City staff engaged in negotiations with Diablo Engineering, adhering to the Local Assistance Procedures Manual (LAPM) guidelines.

Minor scope changes were incorporated into the original proposal, and these adjustments were outlined in the task breakdown summary as shown in Attachment A – Original Professional Services Contract. The Contract was approved at City Council on November 15, 2022 (Resolution No. 22-154) and the Contract was executed on January 13, 2023.
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

DISCUSSION
Progress to Date
Diablo Engineering, and their project team, has been diligently working on the 35% design plans for the Project and recently completed a traffic feasibility analysis that was presented to the Transportation Committee on May 9, 2023. They will continue to progress with their design work throughout 2023 and they expect to be 100% complete with the design phase in Spring/Summer 2024.

First Resolution – Approval Of Concept Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard) In March 2020, City Council instructed Staff to conduct a traffic feasibility study for full and partial closures of the unsignalized streets that connect to 40th Street from the north (Watts, Haven, Holden, and Hubbard). In early 2023, Fehr & Peers (a subconsultant to the Diablo Engineering team) completed a traffic feasibility analysis as one of the first items of work for the design phase of the Project. The results of the analysis were shared with the Emeryville Transportation Committee on May 9, 2023.

In the traffic feasibility analysis, the team studied various circulation alternatives along the corridor with and without closures of unsignalized intersections. All the signalized intersections in the Project area were found to operate with some congestion with average delays except for one intersection. The San Pablo Avenue intersection with 40th Street would continue to operate with significant congestion and delays, without a significant change from the project. The analysis went on to show that the extent of vehicle queuing on 40th Street would experience no significant change regardless of whether the unsignalized intersections on the north side of 40th street are fully closed or open.

At the Transportation Committee meeting, Staff received positive feedback on the overall project, circulation/traffic pattern changes, and the concept of green infrastructure and parklet opportunities if the unsignalized streets were closed off to vehicular traffic. The Committee made a motion to forward the concept of closing unsignalized intersections on the north side of 40th Street (Watts, Haven, Holden, and Hubbard) to City Council. This is the first resolution attached to this staff report.

Second Resolution – Addition Of New Scope Of Work Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street (Exhibit A-1)
Given the progress made thus far and the need for additional work related to the unsignalized intersections, Staff recommends extending the design contract with Diablo Engineering to include the following:
 Exhibit A-1 (Additional design work for unsignalized intersections) – Total cost of $120,232.00
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

o These tasks will involve the preparation of a final traffic analysis, environmental studies, and civil designs for the additional design work needed for the unsignalized intersections on the north side of 40th Street within the original “Phase 1” Project limits (Adeline Street to IKEA Entrance).
o The “Phase 1” Project including Exhibit A-1 is fully funded through various grant programs for Design and Construction Phases.

Third Resolution – Addition Of New Scope Of Work Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (Exhibit A-2) On July 21, 1999, the Emeryville Public Financing Authority issued revenue bonds in the amount of $14,420,000 to acquire three outstanding series of bonds that had been issued by the City of Emeryville including West Emeryville Assessment District Limited Obligation Refunding Bonds, Bay-Shellmound Street Extension Assessment District Limited Obligation Refunding Bonds, and the Assessment District 1993-1 (East Bay Bridge Center) Limited Obligation Refunding Bonds. The 1999 Emeryville Public Financing Authority Revenue Bonds were paid in full in September 2021. However, a fund balance of $1.07 million remained.

On February 7, 2023, City Council authorized the establishment of a capital improvement fund to be used for public improvements or the maintenance of public improvements within the area for which the Bay Street-Shellmound bonds were issued, and City Council authorized the transfer of the $1.07 million in remaining funds to this capital improvement fund (Fund 441).

On June 6, 2023, City Council approved the Capital Improvement Program for Fiscal Years 2023-2024 through 2027-2028 (“CIP”). Included within the CIP is Project No.

SUT-05, 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure, which was assigned the 1.07 million in Fund 441.

The “Phase 2” Project is aligned with local planning efforts through our Active Transportation Plan and Sustainable Transportation section from the CIP. Additionally, it is consistent with goals and policies at the regional level with the Countywide Transportation Plan (from Alameda CTC), Plan Bay Area 2050 (from MTC), and Bay Trail Gap Closure Implementation Plan (from MTC).

As shown in Attachment C, the original “Phase 1” Project limits connect the equity priority communities to the east of San Pablo Avenue with the Bay Trail entrance across the railroad tracks. The proposed “Phase 2” Project extends the multimodal corridor to Emeryville’s Central core area where residents can connect to job centers, shopping areas, and more recreational opportunities.

Additionally, this extended portion of the “Phase 2” Project connects to other active transportation facilities including our South Bayfront Bridge. The bridge connects across the railroad tracks to the large Sherwin Williams Site and a newly built 3.5-acre park. At the southerly end of the 40th Street Phase 2 Project, there is a connection to the 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

regional Bay Trail landing point. At the North end at the Shellmound/Christie Avenue intersection, the Project closes the last remaining gap of the regional Bay Trail in Emeryville.

Combining the delivery of the “Phase 1” and “Phase 2” Projects represents an efficient use of Staff resources. It also ensures that the two phases are designed in an integrated fashion with ease. If “Phase 2” were delivered as a separate project, there would be a multi-year delay before the design would be completed and greater difficulty in ensuring the integration of the two designs. Furthermore, by designing “Phase 2” now, it puts us in a better position to seek grant funds for the associated Phase 2 construction phase.

Staff recommends extending the design contract with Diablo Engineering to include the following:
 Exhibit A-2 (Phase 2 Design) – Total cost of $656,440.00 o These tasks will encompass the preparation of a final traffic analysis, environmental study, and civil designs for the "Phase 2” Project. This extension will expand the “Phase 1” Project limits by 0.5 miles northward as described in CIP No. SUT-05.
o Staff recommends funding Exhibit C with funds from Fund 441 in CIP No.

SUT-05.

Fourth Resolution – 1
st Amendment Professional Services Contract for Diablo
Engineering
The approved resolutions will determine the total amount of the 1st Amendment Professional Services Contract with Diablo Engineering. This may include:
 Exhibit A-1: Total cost of $120,232.00
 Exhibit A-2: Total cost of $656,440.00
 Or Exhibit A-1 + A-2: Total cost of $776,672.00
By executing a 1
st Amendment to the Professional Services Contract with Diablo Engineering, incorporating the additional scopes of work (Exhibit A-1 and A-2), the City will ensure comprehensive support during the design and bidding phases, as well as the successful implementation of the Project's various elements. 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

Community Outreach Efforts
In an effort to ensure transparent and inclusive communication, City staff has actively engaged with the public regarding the Project. Recognizing the importance of gathering feedback and addressing concerns, the following outreach efforts have been undertaken:
 Project Mailers
o Staff distributed six hundred and twelve (612) project postcards to residents and businesses within a ¼ mile radius of the 40th Street and Park Avenue corridors.
o Additionally, four hundred and fifty-four (454) individual addresses directly on the 40th Street and unsignalized street corridors were sent project mailers which had more information/graphics than the postcard, and eleven (11) mailers were delivered in person to assure delivery when “return to sender” was received.
o The mailers provided an informative resource with essential details about the project and its potential impacts on the local community. Included in the information was a dedicated project phone line and email to collect input and feedback from residents and businesses in the area. A link to the project web page for further information was also provided. Residents and businesses in closer proximity received the project mailer with more details about the proposed closures of unsignalized intersections so they would be aware of access changes that more directly affect them.  In-Person Outreach Meetings and Phone Calls
o Throughout the month of June and into early July, Staff and their consultants have conducted seven (7) in-person outreach meetings where presentations and materials were shared. The team has engaged in phone calls with nine (9) representatives of residents and/or businesses situated in the Project area. These interactions have provided an opportunity for stakeholders to voice their opinions, seek clarifications, and share their concerns directly with the project team. Staff members have actively listened to the feedback received, taking note of valuable insights, and will be considering their input in the ongoing project development.  Email Correspondence:
o In addition to the targeted outreach mentioned above, the Project team has been responsive to six (6) inquiries received from residents and businesses who responded to the project mailer via email. Through a dedicated project email address, staff has provided information, addressed queries, and ensured that the concerns of the community are acknowledged and considered.

Resulting Community Input
During the outreach to date, City staff and their consultants have followed up the mailings in the areas near to the proposed intersection closures with phone calls, 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

dropping off flyers, and making drop-in contacts with business and property owners, and management and leasing companies. Some stakeholders have not provided responses.

The following is a summary of input from the community as of the date the report was drafted.

Negative Input

1. Community members not directly located at the proposed unsignalized closure streets have expressed concerns regarding the potential increasing traffic on Park Avenue and signalized side streets. Some also expressed concerns about congestion that will result from the previously approved based scope of the 40th Street Project.

2. Some oppose the project due to concerns about potential impact on property values and development potential.

3. There is no convenient way to return to Hubbard Street if a customer misses the signalized right turn at Horton Street, and several businesses expressed concerns about the closures complicating customer access to their businesses.

4. Several business owners expressed serious concerns about accessing their loading docks; especially for larger trucks on Hubbard and Holden Street. Large trucks already have limited access at loading docks due to street width.

5. Necessary adjustments to curb markings to ensure truck access after the street closures may impact street parking for business customers and employees.

6. Retail access from pass-by trips on the frontage of 40th Street will be significantly reduced.

Staff Comment on Negative Input

1. Vehicular traffic on the overall network will experience acceptable levels of congestion, see earlier discussion of traffic analysis.

2. There are numerous recent and proposed developments in Emeryville that have vehicular access similar to that which will result from the 40th Street Project.

3. This can be addressed with wayfinding signs and collaboration with businesses for them to provide information on their websites, and reviewing wayfinding results from Waze and similar apps.

4. The Project Team has analyzed truck turning movements with the closures in place. Results show that access appears to be feasible, albeit less flexible, and requiring additional red curb and removing existing truck restrictions on Park Avenue. Discussions with business and property owners are continuing.

5. While less convenient and further away, on-street parking is available in the surrounding street network.

6. This can be addressed with wayfinding signs and collaboration with businesses for them to provide information on their websites, and reviewing wayfinding results from Waze and similar apps. 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

Positive Input
Public green spaces at the end of the streets have been well-received by several businesses and residents, as an open space amenity, opportunity for public art, and improved community environment.

1. The closure of Haven St. is gaining support from residents, who have suggested utilizing the closed space for weekend and evening activities. The reduced vehicle activity at after-hours provides opportunities for several types of open space activation.

2. Some business owners see the potential value of the bicycle, pedestrian, and green space improvements as a benefit to their business and property values.

3. Several businesses have employees who already bike to work and walk to services in the area. They see that the bicycle infrastructure will enhance their commute and improve safety and comfort for them when walking or biking in the Park Avenue District.

4. Certain businesses have suggested placing art in the parklet areas.

Staff Comment on Positive Input

1. The City currently issues block party permits throughout the year, and this will make it easier to hold events in a safe defined space.

2. In general, studies have shown that bicycles and pedestrians visit business more frequently than single occupancy auto visits. Actual statistics for a particular business may vary.

3. The project improvements will encourage other employees to bike or take transit to work.

4. Staff is open to working with the Public Art Committee on art opportunities Project wide.

Additional Nuanced Input

1. Some businesses have voiced support for the safety benefits and parklet activation opportunities of the closure sites, but are concerned that Park Avenue cannot support the diverted truck traffic.

2. Several community members and businesses have shown support for the multimodal improvements on 40th Street and are accepting of the reduction in parking. However, their concerns primarily revolve on how the street closures would affect loading and customer access issues.

3. A business owner provided positive feedback of the closure to most vehicles while expressing a desire to retain the option of using emergency exits for semitruck deliveries on an occasional basis.

4. Residents next to closure sites are in support of the activation of the space for green infrastructure and parklet ideas, but they are worried about the maintenance and security of the area.

Staff Comment on Nuanced Input
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

1. In order to ensure truck access to affected businesses, it will be necessary to remove turn restrictions for trucks on Park Avenue. Minor modifications to curbs on Park Avenue will also be needed and additional parking may be removed on the closure streets to accommodate trucks turning into and out of loading areas.

2. Discussions and design refinements are on-going. The City is investigating all solutions to ensure loading activity remains feasible.

3. Emergency vehicle access is for the exclusive use of emergency vehicles.

However, use of emergency access “aprons” similar to driveway/sidewalk areas of the street right of way to facilitate truck turning movements is acceptable.

4. The City will need to assign funds for regular maintenance of the new facilities that are built. The Project team will consult with Emeryville PD on site layout and lighting levels.

The City remains committed to fostering open lines of communication and encourages ongoing public engagement throughout the remaining phases of the Project. This is demonstrated by the extent of public outreach to date. By actively involving the community in the design process, staff aims to ensure that the Project will reflect the needs and priorities of the residents and businesses it serves.

Upcoming Project Schedule and Milestones
 Spring - Summer 2023: Preliminary Design
o Feasibility/Traffic Study
o Committee Reviews and City Council Approvals
o Community Outreach and Engagement
 Summer 2023: Stakeholder and Committee Reviews of 35% Design  Spring 2024: Council Approval to Advertise Bids (and other items as necessary)  ATP state funding project approval
 Summer 2024: 100% Plans Complete
 Fall 2024: Construction Begins
 Late 2025: Construction Completion

FISCAL IMPACT
40th Street Multimodal Project (CIP No. T-13)
The original Professional Services Contract with Diablo Engineering Group (Attachment A) is written to not exceed $2,198,806.84. Items of work as described in Exhibit B are eligible expenses under the current grant funding programs that are funding the design phase of the 40th Street Multimodal Project (CIP No. T-13). There is adequate funding in the Project to fund this additional work ($120,232). 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (CIP No. SUT-05) 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

On June 6, 2023, City Council approved the CIP which includes funding for CIP No.

SUT-05, 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure. There is adequate funding in the Project to fund this additional work ($656,440).

Funding Table
40th Street
Multimodal Project
(CIP No. T-13)
Fund 254 (Alameda
CTC) $2,000,000 Resolution 21-125
40th Street
Multimodal Project
(CIP No. T-13)
Fund 254 (ATP
Cycle 5) $1,374,000 Resolution 22-117
40th Street
Multimodal Project
Phase 2: Bay Trail
Gap Closure (CIP No.

SUT-05)
Fund 441 $1,072,000 Resolution 23-69

STAFF COMMUNICATION WITH THE PUBLIC
Staff has sent (612) postcards and (454) project mailers to residents and businesses along the 40th Street and Park Avenue Corridors. Throughout the month of June and into early July, staff and their consultants have conducted (7) in-person outreach meetings and (9) phone calls with residents and businesses in the Project area.

Additionally, there have been (6) emails with other residents and businesses who reached out to the Project team by way of the mailer or City Website.

CONFLICT OF INTEREST
None.

CONCLUSION
Staff recommends the City Council adopt the attached resolutions. By executing a 1 st
Amendment to the Professional Services Contract with Diablo Engineering, incorporating the additional scopes of work (Exhibit A-1 and A-2), the City will ensure comprehensive support during the design and bidding phases, as well as the successful implementation of the Project's various elements.

If one or more of the resolutions is not approved or modified, Staff recommends the Council allow staff to amend the other resolutions as necessary.

PREPARED BY: Ryan O’Connell, Senior Civil Engineer, Public Works Department 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

APPROVED AND FORWARDED TO THE
CITY COUNCIL OF THE CITY OF EMERYVILLE:

Paul Buddenhagen, City Manager

ATTACHMENTS
 Attachment A – Original Professional Services Contract (Diablo)

1. Exhibit A – Original Proposal from Diablo Engineering Group  Attachment B – Draft 1
st Amendment Professional Services Contract (Diablo)

1. Exhibit A-1 – Additional Design Work For Unsignalized Intersections on 40th Street (Task 8)

2. Exhibit A-2 – Phase 2: Bay Trail Gap Closure (Task 9)  Attachment C – Map of 40th Street Multimodal Projects: Phase 1 and Phase 2  Draft Resolutions

1. First Resolution – Concept of Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard)

2. Second Resolution – Addition Of New Scope Of Work Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street (Exhibit B)

3. Third Resolution – Addition Of New Scope Of Work Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (Exhibit C)

4. Fourth Resolution – 1st Amendment Professional Services Contract for Diablo Engineering
RESOLUTION NO. 23-105
Resolution Of The City Council Of The City Of Emeryville Approving The Concept Of Closing The Unsignalized Intersections Of Hubbard Street And Haven Street On The North Side Of 40th Street, And The Design Concept Of Partial Southbound Closures At The Unsignalized Intersections Of Holden Street And Watts Street On The North Side Of 40th Street As Part Of The 40th Street Multimodal Project WHEREAS, on March 3, 2020, the City Council approved the conceptual design of the 40th Street Multimodal Project and found it to be exempt from the California Environmental Quality Act; and
WHEREAS, as part of the resolution, City Council instructed Staff to conduct a traffic feasibility study for full and partial closures of the unsignalized streets that connect to 40th Street from the north (Watts, Haven, Holden, and Hubbard); and WHEREAS, in August 2022, the Public Works Department issued a Request for Proposals for "Professional Design Services for the 40th Street Transit-Only Lanes And Multimodal Enhancements Project" and after careful evaluation, City staff identified Diablo Engineering Group (“Diablo Engineering”) as the most suitable consultant, considering their approach, experience, and understanding of the City's requirements; and
WHEREAS, in early 2023, Fehr & Peers (a subconsultant to the Diablo Engineering team) completed a traffic feasibility analysis as one of the first items of work for the design phase of the Project and the results of the analysis were shared with the Emeryville Transportation Committee on May 9, 2023; and
WHEREAS, in the traffic feasibility analysis, the team studied the impact of closing unsignalized intersections in the project area various circulation alternatives along the corridor with and without closures of unsignalized intersections and all of the signalized intersections in the Project area were found to experience no significant change in congestion as a result of the additional closure of the unsignalized intersections as compared to the base project; and
WHEREAS, the traffic feasibility analysis went on to show that the extent of vehicle queuing on 40th Street would be similar whether the unsignalized intersections are fully closed or not as compared to the base project; and
WHEREAS, at the May 9, 2023, Transportation Committee meeting, Staff received positive feedback on the overall project, circulation/traffic pattern changes, and the concept of green infrastructure and parklet opportunities if the unsignalized streets were closed off to vehicular traffic; and
WHEREAS, the Transportation Committee recommended forwarding the concept of closures at unsignalized intersections on the north side of 40th Street (Watts, Haven, Holden, and Hubbard) to City Council; and
DocuSign Envelope ID: 0B76E2D1-4829-4E2C-A765-8889DC7B2137 Resolution No. 23-105
40th Street Multimodal Project – Closures of Unsignalized Intersections on North Side City Council Meeting | July 18, 2023

WHEREAS, on July 18, 2023, the City Council reviewed the concept of closures at unsignalized intersections on the north side of 40th Street, considered the public testimony, the staff report dated July 18, 2023, and the record as a whole; and WHEREAS, on July 18, 2023, the City Council approved a motion directing staff to move forward with further conceptual review of the Transportation Committee’s recommendation to study full closures at Hubbard Street and Haven Street and partial southbound closures at Watts Street and Holden Street; now, therefore, be it RESOLVED, by the City Council of the City of Emeryville that the City Council approves the design concept of closing the unsignalized intersections of Hubbard Street and Haven Street on the north side of 40th Street, and the design concept of partial southbound closures at the unsignalized intersections of Holden Street and Watts Street on the north side of 40th Street as part of the 40th Street Multimodal Project.

ADOPTED, by the City Council of the City of Emeryville at a regular meeting held Tuesday, July 18, 2023, by the following vote:

AYES: 4
Mayor Bauters, Vice Mayor Welch and Council Members Kaur and Mourra
NOES: 1 Council Member Priforce
ABSTAIN: 0
ABSENT: 0
MAYOR
ATTEST: APPROVED AS TO FORM:

CITY CLERK CITY ATTORNEY
DocuSign Envelope ID: 0B76E2D1-4829-4E2C-A765-8889DC7B2137 Attachment C:

Alternatives 1 and 2
Peak Hour Intersection Traffic Volumes
(Part 1)
Note: Traffic volumes reflect data collected in 2024 plus traffic from near term developments including the Sherwin Williams and BMR projects.

Weekday PM Peak Hour Traffic Volumes and Lane Configurations - 40th Street Transit Hub

ATTACHMENT C
XX PM Peak Hour Traffic Volume Signalized STOP Stop-Controlled Transit Priority Lanes ✱
# Study Intersection
Note: Traffic volumes reflect data collected in 2024 plus traffic from near term developments including the Sherwin Williams and BMR projects.

Weekday PM Peak Hour Traffic Volumes and Lane Configurations - 40th Street Transit Hub - Alternative 1
ATTACHMENT C-1
21 244
35 71
556
41 62 146 46
67 477
19 1. Adeline Street/40th Street
206 658
41 143
459
140
63 660 167
147
365
47 2. San Pablo Avenue/40th Street
100
91 182
6 533
57 6 75 28
32 524
79 3. Emery Street/40th Street
59516
17 613

4. Watts Street/40th Street
28 11 64
5 527
26 6 16 4
12 556
61 5. Harlan Street/40th Street
558
7 5
585

6. Haven Street/40th Street
46 244
69 41
464
96 10 316 26
28 480
84 7. Hollis Street/40th Street
11 589
11 21
14 522

8. Holden Street/40th Street
40th Street
Adeline Street
40th Street
Emery Street
40th Street
Watts Street
40th Street
Harlan Street
40th Street
Haven Street
40th Street
Hollis Street
40th Street
Holden Street
294 117
93 27
488
188
20 149 18
20 372
151

9. Horton Street/40th Street
40th Street
Horton Street
92 612
101 35
0 659
26 10. Hubbard Street/40th Street
40th Street
Hubbard Street
617
77 695 62
22 18

11. Shellmound Street/IKEA Entrance
48 892
77 8
5 129
23 755 4
6 6
6 12. San Pablo Avenue/Park Avenue
100
5 206
74 71
6 13. Emery Street/Park Avenue
9 0
12 11
131
5 86 5 137
50 121
0 14. Watts Street/Park Avenue
137
15 11
11 199
16 15. Harlan Street/Park Avenue
IKEA Entrance
Shellmound Street
Park Avenue
Emery Street
Park Avenue
Watts Street
Park Avenue
Harlan Street
133
11 15
5 214
0 16. Haven Street/Park Avenue
11 292
10 30
78 16
15 302 49
128
64 34

17. Hollis Street/Park Avenue
4 0
24 7
84 9
18 3 16
11 75
3 18. Holden Street/Park Avenue
14 134
16 13
70 17
6 131 14
5 53
39 19. Horton Street/Park Avenue
0 10 15
0 60
12 0 5 25
18 40
14 20. Hubbard Street/Park Avenue
Park Avenue
Haven Street
Park Avenue
Holden Street
Park Avenue
Horton Street
Park Avenue
Hubbard Street
Park Avenue
San Pablo Avenue
Park Avenue
Hollis Street
40th Street
San Pablo Avenue
87 888
65 111 29 671

21. San Pablo Avenue/45th Street
4 422
24 34
25 5
11 339 53
63 31
21 22. Hollis Street/45th Street
45th Street
San Pablo Avenue
45th Street
Hollis Street

STOP STOP
STOP
STOP
STOP
STOP

STOP STOP
STOP
STOP
STOP

STOP STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
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ae
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XX PM Peak Hour Traffic Volume Signalized STOP Stop-Controlled STOP
Note: Traffic volumes reflect data collected in 2024 plus traffic from near term developments including the Sherwin Williams and BMR projects.

Weekday PM Peak Hour Traffic Volumes and Lane Configurations - 40th Street Transit Hub - Alternative 2
ATTACHMENT C-2
21 244
35 71
556
41 62 146 46
67 477
19 1. Adeline Street/40th Street
204 660
41 143
459
140
63 660 167
150
362
47 2. San Pablo Avenue/40th Street
100
91 182
6 533
57 6 75 28
32 519
79 3. Emery Street/40th Street
595
17 608

4. Watts Street/40th Street
28 11 64
5 527
26 6 16 4
12 535
61 5. Harlan Street/40th Street
558
569

6. Haven Street/40th Street
46 244
69 11
464
96 0 316 26
28 458
84 7. Hollis Street/40th Street
11 559
11 14
490

8. Holden Street/40th Street
40th Street
Adeline Street
40th Street
Emery Street
40th Street
Watts Street
40th Street
Harlan Street
40th Street
Haven Street
40th Street
Hollis Street
40th Street
Holden Street
294 120
90 55
461
188
107 149 18
20 320
150

9. Horton Street/40th Street
40th Street
Horton Street
92 612
101
694
26 10. Hubbard Street/40th Street
40th Street
617
77 695 62
22 18

11. Shellmound Street/IKEA Entrance
53 892
77 8
5 129
23 755 4
6 6
6 12. San Pablo Avenue/Park Avenue
100
5 206
74 76
6 13. Emery Street/Park Avenue
24 0
12 11
131
5 86 5 137
50 126
0 14. Watts Street/Park Avenue
137
15 11
11 220
16 15. Harlan Street/Park Avenue
IKEA Entrance
Shellmound Street
Park Avenue
Emery Street
Park Avenue
Watts Street
Park Avenue
Harlan Street
133
18 15
5 229
6 16. Haven Street/Park Avenue
11 267
54 5
84 16
24 292 49
128
86 34

17. Hollis Street/Park Avenue
25 0
24 7
114
9 18 3 16
11 107
3 18. Holden Street/Park Avenue
14 134
46 13
70 51
6 131 14
5 53
92 19. Horton Street/Park Avenue
0 10 48
0 60
12 0 5 25
18 40
14 20. Hubbard Street/Park Avenue
Park Avenue
Haven Street
Park Avenue
Holden Street
Park Avenue
Horton Street
Park Avenue
Hubbard Street
Park Avenue
San Pablo Avenue
Park Avenue
Hollis Street
40th Street
San Pablo Avenue
87 888
65 111 29 671

21. San Pablo Avenue/45th Street
4 422
24 34
25 5
11 339 53
63 31
21 22. Hollis Street/45th Street
45th Street
San Pablo Avenue
45th Street
Hollis Street

STOP STOP STOP STOP
STOP
STOP
STOP
STOP

STOP STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
d
ace
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aace
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XX PM Peak Hour Traffic Volume Signalized STOP Stop-Controlled ✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
Transit Priority Lanes ✱
Attachment D:

Alternatives 1 and 2 Corridor Speed Plots
(Part 1)
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
4:45 PM - 5:00 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
5 PM - 5:15 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
5:15 PM - 5:30 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
5:30 PM - 5:45 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
4:45 PM - 5:00 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
5 PM - 5:15 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
5:15 PM - 5:30 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia
St
Adeline
St
Chestnut
St
Linden
St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline
St
San Pablo
Ave
Linden
St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
5:30 PM - 5:45 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 traic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and traic signal operations. • Alternative 2 (Modified Project) – Same traic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized traic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
Attachment E:

Intersection LOS and Delay Calculation
Worksheets (Part 1)
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 1 Adeline St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 21 22 104.3% 38.0 18.4 D
Through 244 247 101.4% 41.3 3.5 D
Right Turn 35 31 87.1% 30.5 6.5 C
Subtotal 300 300 99.9% 39.8 3.9 D
Left Turn 46 47 101.1% 58.6 17.5 E
Through 146 150 103.0% 49.4 8.4 D
Right Turn 62 57 91.9% 40.1 6.8 D
Subtotal 254 254 100.0% 48.9 7.7 D
Left Turn 71 66 92.3% 77.4 3.7 E
Through 556 550 98.9% 4.1 1.1 A
Right Turn 41 42 102.4% 8.5 4.0 A
Subtotal 668 657 98.4% 11.8 1.7 B
Left Turn 19 20 106.3% 62.7 20.3 E
Through 477 473 99.1% 15.3 2.4 B
Right Turn 67 67 100.1% 17.9 5.0 B
Subtotal 563 560 99.5% 17.6 3.0 B
Total 1,785 1,771 99.2% 24.3 1.9 C

77.4 Intersection 2 San Pablo Ave/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 206 206 100.0% 54.4 7.1 D
Through 658 657 99.8% 29.7 2.5 C
Right Turn 41 41 100.5% 26.5 7.8 C
Subtotal 905 904 99.9% 35.5 3.0 D
Left Turn 167 159 95.1% 81.9 19.8 F
Through 660 654 99.1% 42.4 6.2 D
Right Turn 63 62 97.8% 51.4 7.5 D
Subtotal 890 874 98.2% 50.1 7.8 D
Left Turn 143 138 96.2% 43.8 5.7 D
Through 459 456 99.3% 44.1 4.2 D
Right Turn 140 141 100.6% 46.0 4.9 D
Subtotal 742 734 98.9% 44.6 3.4 D
Left Turn 47 44 94.3% 77.7 24.9 E
Through 365 364 99.6% 70.6 4.2 E
Right Turn 147 142 96.8% 20.0 4.7 B
Subtotal 559 550 98.4% 58.8 5.3 E
Total 3,096 3,063 98.9% 46.3 2.5 D

81.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 3 Emery St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 104 104.3% 51.0 6.7 D
Through 91 86 94.9% 51.4 7.1 D
Right Turn 182 182 100.0% 11.3 4.0 B
Subtotal 373 373 99.9% 32.6 4.0 C
Left Turn 28 27 95.4% 67.1 10.0 E
Through 75 70 93.1% 54.1 8.1 D
Right Turn 6 6 96.7% 17.7 12.4 B
Subtotal 109 102 93.9% 56.0 6.6 E
Left Turn 6 6 91.7% 53.3 47.7 D
Through 533 528 99.1% 24.0 7.1 C
Right Turn 57 50 87.9% 24.3 14.2 C
Subtotal 596 584 98.0% 24.7 7.0 C
Left Turn 79 83 104.6% 78.6 8.9 E
Through 524 518 98.9% 7.0 2.8 A
Right Turn 32 30 94.7% 4.7 2.6 A
Subtotal 635 631 99.4% 16.9 3.1 B
Total 1,713 1,690 98.6% 25.9 3.4 C

78.6 Intersection 4 Watts Ave/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn 16 17 105.0% 14.9 2.6 B
Subtotal 16 17 105.0% 14.9 2.6 B
Left Turn
Through 595 587 98.6% 15.5 7.6 C
Right Turn
Subtotal 595 587 98.6% 15.5 7.6 C
Left Turn
Through 613 608 99.1% 1.0 0.4 A
Right Turn 17 20 118.8% 3.2 1.6 A
Subtotal 630 628 99.7% 1.1 0.4 A
Total 1,241 1,231 99.2% 8.0 3.7 A

15.1 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 5 Harlan St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 28 28 100.7% 6.6 6.0 A
Through 11 11 98.2% 41.4 21.8 D
Right Turn 64 62 96.1% 9.2 3.9 A
Subtotal 103 101 97.6% 13.0 5.9 B
Left Turn 4 3 85.0% 14.1 25.2 B
Through 16 14 86.3% 59.5 18.9 E
Right Turn 6 4 65.0% 17.3 28.2 B
Subtotal 26 21 81.2% 52.1 21.6 D
Left Turn 5 5 102.0% 68.4 26.0 E
Through 527 524 99.4% 7.7 2.6 A
Right Turn 26 27 103.8% 2.9 1.7 A
Subtotal 558 556 99.6% 8.3 2.4 A
Left Turn 61 61 99.5% 66.0 5.1 E
Through 556 553 99.5% 1.9 0.5 A
Right Turn 12 12 100.8% 1.6 1.6 A
Subtotal 629 626 99.5% 8.8 1.1 A
Total 1,316 1,304 99.1% 9.6 1.5 A

68.4 Intersection 6 Haven St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn 7 7 101.4% 9.2 1.2 A
Subtotal 7 7 101.4% 9.2 1.2 A
Left Turn
Through 558 556 99.6% 0.6 0.2 A
Right Turn
Subtotal 558 556 99.6% 0.6 0.2 A
Left Turn
Through 585 581 99.3% 0.4 0.2 A
Right Turn 5 4 86.0% 0.7 0.4 A
Subtotal 590 585 99.2% 0.4 0.2 A
Total 1,155 1,148 99.4% 0.6 0.1 A

8.6 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 7 Hollis St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 46 46 98.9% 55.2 7.1 E
Through 244 245 100.5% 32.1 5.4 C
Right Turn 69 66 95.4% 7.9 3.5 A
Subtotal 359 357 99.3% 30.4 4.7 C
Left Turn 26 27 103.8% 77.9 16.9 E
Through 316 318 100.7% 47.6 8.9 D
Right Turn 10 9 91.0% 34.6 21.2 C
Subtotal 352 354 100.7% 49.7 9.5 D
Left Turn 41 34 83.2% 64.4 14.2 E
Through 464 463 99.8% 39.2 4.3 D
Right Turn 96 92 95.8% 37.3 8.3 D
Subtotal 601 589 98.0% 40.5 4.2 D
Left Turn 84 80 95.4% 53.0 13.1 D
Through 480 479 99.8% 26.1 4.0 C
Right Turn 28 28 100.7% 18.7 4.3 B
Subtotal 592 587 99.2% 29.5 4.1 C
Total 1,904 1,888 99.1% 36.8 3.2 D

78.6 Intersection 8 Holden St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 11 8 73.6% 12.7 9.9 B
Subtotal 11 8 73.6% 12.7 9.9 B
Left Turn
Through
Right Turn 21 20 95.2% 20.1 4.5 C
Subtotal 21 20 95.2% 20.1 4.5 C
Left Turn
Through 589 583 99.0% 1.6 0.8 A
Right Turn 11 10 91.8% 0.4 0.1 A
Subtotal 600 593 98.9% 1.6 0.8 A
Left Turn
Through 522 521 99.8% 2.7 0.5 A
Right Turn 14 13 91.4% 3.1 1.8 A
Subtotal 536 534 99.6% 2.7 0.5 A
Total 1,168 1,155 98.9% 2.5 0.6 A

18.6 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 9 Horton St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 294 292 99.2% 51.2 5.7 D
Through 117 115 97.9% 45.4 4.8 D
Right Turn 93 91 97.5% 29.3 2.4 C
Subtotal 504 497 98.6% 45.6 4.4 D
Left Turn 18 19 102.8% 35.5 16.3 D
Through 149 149 100.2% 49.2 6.0 D
Right Turn 20 17 84.0% 45.2 17.0 D
Subtotal 187 185 98.7% 48.1 5.4 D
Left Turn 27 25 93.7% 70.6 16.4 E
Through 488 484 99.1% 37.4 5.3 D
Right Turn 188 184 97.8% 37.5 5.0 D
Subtotal 703 693 98.6% 38.7 4.8 D
Left Turn 151 147 97.1% 83.5 5.6 F
Through 372 376 101.0% 10.6 1.7 B
Right Turn 20 19 96.5% 14.3 8.4 B
Subtotal 543 542 99.7% 31.5 2.3 C
Total 1,937 1,916 98.9% 39.2 2.3 D

83.5 Intersection 10 Hubbard St/40th St Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 92 88 96.1% 14.3 8.3 B
Subtotal 92 88 96.1% 14.3 8.3 B
Left Turn
Through
Right Turn 35 34 95.7% 12.6 0.8 B
Subtotal 35 34 95.7% 12.6 0.8 B
Left Turn
Through 612 604 98.8% 8.5 3.3 A
Right Turn 101 100 99.2% 9.1 4.9 A
Subtotal 713 705 98.8% 8.5 3.4 A
Left Turn 26 26 98.5% 8.6 2.2 A
Through 659 658 99.8% 5.2 0.9 A
Right Turn
Subtotal 685 683 99.7% 5.3 0.9 A
Total 1,525 1,510 99.0% 7.6 2.3 A

14.3 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 11 Shellmound St/IKEA Exit Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 617 611 99.0% 33.9 6.1 C
Right Turn 77 78 101.7% 32.7 7.7 C
Subtotal 694 689 99.3% 33.8 5.8 C
Left Turn 62 61 97.9% 32.4 5.2 C
Through 695 688 99.0% 2.3 0.5 A
Right Turn
Subtotal 757 749 98.9% 4.8 0.8 A
Left Turn
Through
Right Turn
Subtotal
Left Turn 18 15 83.9% 45.6 13.3 D
Through
Right Turn 22 21 96.4% 6.8 0.8 A
Subtotal 40 36 90.8% 22.9 5.6 C
Total 1,491 1,475 98.9% 19.0 2.9 B

37.9 Intersection 12 San Pablo Ave/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 48 42 88.3% 9.8 6.1 A
Through 892 888 99.6% 3.8 0.4 A
Right Turn 8 8 100.0% 1.2 1.2 A
Subtotal 948 939 99.0% 4.1 0.5 A
Left Turn 4 4 92.5% 4.0 6.7 A
Through 755 746 98.8% 15.2 4.1 B
Right Turn 23 25 110.0% 17.0 7.5 B
Subtotal 782 775 99.1% 15.2 4.1 B
Left Turn 77 80 104.2% 45.3 6.5 D
Through 5 6 110.0% 44.6 41.1 D
Right Turn 129 120 92.9% 9.2 7.0 A
Subtotal 211 206 97.4% 25.4 6.0 C
Left Turn 6 5 88.3% 25.7 24.3 C
Through 6 6 96.7% 34.7 24.4 C
Right Turn 6 5 80.0% 14.0 26.8 B
Subtotal 18 16 88.3% 30.1 15.4 C
Total 1,959 1,935 98.8% 11.4 1.7 B

44.6 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 13 Emery St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 96 95.6% 18.6 4.6 C
Through
Right Turn 5 6 110.0% 14.4 13.2 B
Subtotal 105 101 96.3% 18.4 4.5 C
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 206 201 97.4% 0.8 0.3 A
Right Turn 74 70 93.9% 0.8 0.5 A
Subtotal 280 270 96.5% 0.8 0.2 A
Left Turn 6 6 96.7% 6.0 6.8 A
Through 71 68 95.1% 1.5 0.4 A
Right Turn
Subtotal 77 73 95.2% 1.9 0.7 A
Total 462 445 96.2% 5.2 1.6 A

16.3 Intersection 14 Watts Ave/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 9 10 113.3% 11.3 5.0 B
Through
Right Turn 12 8 62.5% 11.6 4.6 B
Subtotal 21 18 84.3% 11.1 4.2 B
Left Turn 137 138 100.7% 7.3 0.3 A
Through 5 4 84.0% 5.8 4.4 A
Right Turn 86 82 95.7% 6.2 0.3 A
Subtotal 228 225 98.5% 6.9 0.2 A
Left Turn 11 11 97.3% 6.4 4.9 A
Through 131 124 94.9% 6.4 1.1 A
Right Turn 5 4 76.0% 3.5 4.7 A
Subtotal 147 139 94.4% 6.4 1.2 A
Left Turn
Through 121 112 92.4% 8.2 1.9 A
Right Turn 50 51 102.4% 8.0 1.9 A
Subtotal 171 163 95.3% 8.2 1.8 A
Total 567 544 95.9% 7.3 0.8 A

10.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 15 Harlan St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 15 17 112.7% 14.5 2.8 B
Through
Right Turn 11 11 98.2% 5.4 2.6 A
Subtotal 26 28 106.5% 11.2 2.8 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 137 129 94.0% 0.4 0.3 A
Right Turn 11 11 95.5% 0.0 0.1 A
Subtotal 148 139 94.1% 0.4 0.3 A
Left Turn 16 14 85.6% 3.6 1.5 A
Through 199 191 95.9% 0.9 0.2 A
Right Turn
Subtotal 215 205 95.2% 1.1 0.2 A
Total 389 372 95.5% 1.6 0.2 A

13.1 Intersection 16 Haven St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 11 10 89.1% 15.4 3.3 C
Through
Right Turn 15 15 102.0% 12.9 1.5 B
Subtotal 26 25 96.5% 14.1 1.3 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 133 124 93.5% 0.2 0.2 A
Right Turn 5 4 88.0% 0.1 0.4 A
Subtotal 138 129 93.3% 0.2 0.2 A
Left Turn
Through 214 208 97.1% 0.2 0.3 A
Right Turn
Subtotal 214 208 97.1% 0.2 0.3 A
Total 378 362 95.7% 1.1 0.3 A

13.4 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 17 Hollis St/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 11 8 71.8% 12.5 9.9 B
Through 292 291 99.7% 14.1 3.4 B
Right Turn 10 8 81.0% 5.0 6.3 A
Subtotal 313 307 98.1% 13.9 3.3 B
Left Turn 49 48 97.1% 21.1 6.8 C
Through 302 305 100.9% 15.2 7.7 B
Right Turn 15 12 77.3% 12.3 5.3 B
Subtotal 366 364 99.4% 15.9 7.1 B
Left Turn 30 29 96.3% 15.4 7.7 B
Through 78 73 93.2% 12.2 3.7 B
Right Turn 16 15 92.5% 10.2 8.4 B
Subtotal 124 116 93.9% 12.9 3.4 B
Left Turn 34 35 103.8% 21.3 11.5 C
Through 64 58 89.8% 13.8 5.9 B
Right Turn 128 125 97.5% 10.8 1.6 B
Subtotal 226 218 96.3% 13.1 3.1 B
Total 1,029 1,005 97.7% 14.3 2.8 B

20.9 Intersection 18 Holden St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 4 3 85.0% 6.5 5.9 A
Through
Right Turn 24 25 102.5% 11.4 3.2 B
Subtotal 28 28 100.0% 11.0 1.3 B
Left Turn 16 15 92.5% 6.8 1.4 A
Through 3 3 83.3% 4.8 4.6 A
Right Turn 18 19 105.0% 6.4 1.9 A
Subtotal 37 36 97.8% 6.5 0.6 A
Left Turn 7 7 98.6% 0.2 0.3 A
Through 84 77 91.3% 0.8 0.2 A
Right Turn 9 9 96.7% 0.0 0.0 A
Subtotal 100 92 92.3% 0.7 0.2 A
Left Turn 3 2 60.0% 0.0 0.0 A
Through 75 67 89.3% 0.1 0.1 A
Right Turn 11 8 75.5% 0.0 0.0 A
Subtotal 89 77 86.6% 0.1 0.1 A
Total 254 234 92.0% 2.5 0.3 A

10.1 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 19 Horton St/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 14 13 90.7% 7.8 2.1 A
Through 134 131 97.4% 15.3 2.4 C
Right Turn 16 16 97.5% 11.5 4.8 B
Subtotal 164 159 96.8% 14.4 2.2 B
Left Turn 14 12 87.9% 8.0 2.7 A
Through 131 132 100.7% 8.8 0.8 A
Right Turn 6 3 56.7% 4.4 4.9 A
Subtotal 151 148 97.7% 8.7 0.8 A
Left Turn 13 11 86.2% 6.5 1.3 A
Through 70 65 92.1% 7.7 0.5 A
Right Turn 17 15 90.0% 6.5 2.9 A
Subtotal 100 91 91.0% 7.4 0.3 A
Left Turn 39 37 95.9% 5.1 0.7 A
Through 53 48 91.1% 5.3 1.2 A
Right Turn 5 4 80.0% 5.3 8.1 A
Subtotal 97 90 92.5% 5.5 1.7 A
Total 512 487 95.1% 9.8 1.0 A

14.9 Intersection 20 Hubbard St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 10 10 100.0% 13.0 2.2 B
Right Turn 15 9 57.3% 11.5 1.1 B
Subtotal 25 19 74.4% 12.3 1.4 B
Left Turn 25 23 91.6% 7.6 0.9 A
Through 5 5 102.0% 5.0 3.5 A
Right Turn
Subtotal 30 28 93.3% 7.5 0.8 A
Left Turn
Through 60 59 99.0% 0.4 0.4 A
Right Turn 12 13 105.8% 0.5 1.0 A
Subtotal 72 72 100.1% 0.5 0.5 A
Left Turn 14 13 90.0% 0.5 0.8 A
Through 40 39 96.3% 0.2 0.2 A
Right Turn 18 13 73.3% 0.1 0.4 A
Subtotal 72 64 89.3% 0.2 0.2 A
Total 199 183 92.0% 2.8 0.4 A

10.8 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 21 San Pablo Ave/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 87 82 94.6% 18.2 3.7 B
Through 888 889 100.1% 9.0 1.5 A
Right Turn
Subtotal 975 972 99.6% 9.8 1.6 A
Left Turn
Through 671 665 99.2% 4.0 1.1 A
Right Turn 29 30 102.4% 2.9 2.0 A
Subtotal 700 695 99.3% 4.0 1.0 A
Left Turn 65 63 96.6% 46.6 9.3 D
Through
Right Turn 111 109 97.9% 21.9 5.0 C
Subtotal 176 172 97.4% 31.4 5.7 C
Left Turn
Through
Right Turn
Subtotal
Total 1,851 1,838 99.3% 9.8 1.5 A

41.6 Intersection 22 Hollis St/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 4 4 90.0% 13.7 14.7 B
Through 422 423 100.3% 10.5 2.6 B
Right Turn 24 19 80.0% 10.1 5.1 B
Subtotal 450 446 99.1% 10.5 2.6 B
Left Turn 53 50 94.7% 17.7 4.8 B
Through 339 340 100.3% 7.7 3.3 A
Right Turn 11 10 86.4% 5.1 4.3 A
Subtotal 403 400 99.2% 8.8 3.0 A
Left Turn 34 35 102.4% 20.5 3.1 C
Through 25 25 100.0% 16.4 7.2 B
Right Turn 5 4 82.0% 2.9 3.0 A
Subtotal 64 64 99.8% 19.1 3.2 B
Left Turn 21 19 90.0% 21.2 6.8 C
Through 31 30 96.5% 18.1 6.1 B
Right Turn 63 63 100.0% 7.5 2.3 A
Subtotal 115 112 97.2% 12.2 2.5 B
Total 1,032 1,022 99.0% 10.6 1.9 B

20.5 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 1 Adeline St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 21 20 92.9% 46.1 25.3 D
Through 244 249 102.2% 44.3 7.6 D
Right Turn 35 32 90.6% 30.5 5.6 C
Subtotal 300 301 100.2% 43.1 7.1 D
Left Turn 46 46 100.0% 72.2 21.1 E
Through 146 147 100.5% 76.1 35.3 E
Right Turn 62 59 95.6% 76.1 45.1 E
Subtotal 254 252 99.2% 75.1 33.6 E
Left Turn 71 68 95.8% 61.8 9.5 E
Through 556 538 96.7% 11.4 1.7 B
Right Turn 41 40 98.3% 17.0 5.2 B
Subtotal 668 646 96.7% 16.5 2.6 B
Left Turn 19 19 100.0% 56.1 20.1 E
Through 477 472 99.0% 24.3 8.5 C
Right Turn 67 67 99.9% 17.9 7.8 B
Subtotal 563 558 99.1% 24.7 7.7 C
Total 1,785 1,757 98.4% 33.1 7.9 C

68.6 Intersection 2 San Pablo Ave/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 204 203 99.6% 52.9 5.1 D
Through 660 658 99.7% 34.0 2.6 C
Right Turn 41 40 97.8% 27.8 9.3 C
Subtotal 905 902 99.6% 37.9 2.0 D
Left Turn 167 164 98.2% 79.8 15.1 E
Through 660 657 99.5% 53.5 7.4 D
Right Turn 63 62 98.3% 60.1 9.2 E
Subtotal 890 883 99.2% 58.9 8.6 E
Left Turn 143 134 93.4% 62.3 5.2 E
Through 459 444 96.6% 42.4 6.6 D
Right Turn 140 132 94.1% 31.6 8.0 C
Subtotal 742 709 95.5% 44.1 5.2 D
Left Turn 47 45 95.5% 35.1 5.8 D
Through 362 360 99.3% 39.1 12.0 D
Right Turn 150 148 98.5% 43.2 9.1 D
Subtotal 559 552 98.8% 39.7 8.8 D
Total 3,096 3,045 98.4% 45.8 3.9 D

83.0 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 3 Emery St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 102 101.6% 57.4 12.8 E
Through 91 86 94.3% 52.1 12.3 D
Right Turn 182 179 98.5% 62.2 37.8 E
Subtotal 373 367 98.3% 59.1 24.4 E
Left Turn 28 23 81.8% 204.1 186.2 F
Through 75 64 84.7% 147.0 120.2 F
Right Turn 6 5 88.3% 121.8 151.7 F
Subtotal 109 92 84.1% 159.7 129.6 F
Left Turn 6 5 86.7% 55.2 39.7 E
Through 533 509 95.4% 68.0 26.3 E
Right Turn 57 52 91.8% 22.1 12.6 C
Subtotal 596 566 95.0% 63.5 24.2 E
Left Turn 79 83 105.3% 58.0 5.2 E
Through 519 510 98.3% 21.1 6.9 C
Right Turn 32 29 91.9% 42.7 17.2 D
Subtotal 630 623 98.8% 27.4 5.2 C
Total 1,708 1,647 96.4% 53.2 19.4 D

99.1 Intersection 4 Watts Ave/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 595 573 96.3% 53.6 30.9 F
Right Turn
Subtotal 595 573 96.3% 53.6 30.9 F
Left Turn
Through 608 599 98.5% 6.6 1.7 A
Right Turn 17 18 106.5% 3.3 2.2 A
Subtotal 625 617 98.7% 6.5 1.7 A
Total 1,220 1,190 97.5% 29.2 15.7 D

24.4 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 5 Harlan St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 28 26 92.1% 6.9 8.6 A
Through 11 11 96.4% 34.5 22.0 C
Right Turn 64 64 99.2% 11.6 5.4 B
Subtotal 103 100 97.0% 13.7 5.8 B
Left Turn 4 4 87.5% 37.8 32.5 D
Through 16 15 93.8% 51.7 22.9 D
Right Turn 6 6 95.0% 27.0 31.9 C
Subtotal 26 24 93.1% 46.2 20.6 D
Left Turn 5 5 94.0% 41.7 21.5 D
Through 527 511 97.0% 13.4 9.8 B
Right Turn 26 26 99.6% 24.1 17.6 C
Subtotal 558 542 97.1% 14.4 10.0 B
Left Turn 61 61 99.7% 60.1 16.0 E
Through 535 528 98.7% 8.1 1.7 A
Right Turn 12 12 103.3% 4.5 1.5 A
Subtotal 608 601 98.8% 13.6 2.5 B
Total 1,295 1,267 97.8% 14.8 4.8 B

56.2 Intersection 6 Haven St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 558 542 97.1% 0.3 0.1 A
Right Turn
Subtotal 558 542 97.1% 0.3 0.1 A
Left Turn
Through 569 560 98.3% 4.2 2.0 A
Right Turn
Subtotal 569 560 98.3% 4.2 2.0 A
Total 1,127 1,101 97.7% 2.2 1.0 A

3.7 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 7 Hollis St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 46 46 99.6% 58.2 8.9 E
Through 244 245 100.4% 36.1 4.2 D
Right Turn 69 66 95.5% 6.9 4.0 A
Subtotal 359 357 99.4% 34.0 4.0 C
Left Turn 26 26 99.6% 89.8 22.6 F
Through 316 314 99.5% 50.9 8.0 D
Right Turn
Subtotal 342 340 99.5% 53.9 8.2 D
Left Turn 11 8 74.5% 46.3 21.8 D
Through 464 451 97.1% 12.0 2.8 B
Right Turn 96 96 99.9% 3.7 1.0 A
Subtotal 571 555 97.1% 11.2 2.5 B
Left Turn 84 80 95.6% 70.0 12.6 E
Through 458 452 98.8% 19.7 5.7 B
Right Turn 28 26 93.2% 15.1 7.1 B
Subtotal 570 559 98.0% 26.3 6.0 C
Total 1,842 1,810 98.3% 27.8 3.2 C

68.0 Intersection 8 Holden St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 11 8 74.5% 9.3 1.9 A
Subtotal 11 8 74.5% 9.3 1.9 A
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 559 548 98.1% 1.3 0.3 A
Right Turn 11 11 100.0% 0.8 0.9 A
Subtotal 570 559 98.1% 1.3 0.3 A
Left Turn
Through 490 484 98.7% 7.0 5.0 A
Right Turn 14 14 100.0% 1.6 3.0 A
Subtotal 504 498 98.8% 6.8 4.8 A
Total 1,085 1,065 98.2% 3.9 2.1 A

8.0 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 9 Horton St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 294 296 100.7% 49.9 6.6 D
Through 120 118 98.0% 46.4 7.1 D
Right Turn 90 85 94.8% 25.6 7.3 C
Subtotal 504 499 99.0% 44.7 4.9 D
Left Turn 18 19 106.7% 62.2 19.5 E
Through 149 146 98.1% 51.1 5.7 D
Right Turn 107 95 89.0% 41.6 11.1 D
Subtotal 274 261 95.1% 48.0 7.0 D
Left Turn 55 47 86.0% 61.0 17.1 E
Through 461 456 99.0% 39.4 4.3 D
Right Turn 188 188 99.8% 9.2 3.1 A
Subtotal 704 691 98.2% 33.3 3.3 C
Left Turn 150 147 98.3% 53.1 12.0 D
Through 320 317 99.1% 41.4 4.9 D
Right Turn 20 19 96.0% 4.0 3.1 A
Subtotal 490 484 98.7% 43.8 4.6 D
Total 1,972 1,935 98.1% 40.8 3.2 D

61.8 Intersection 10 Hubbard St/40th St Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 92 88 95.5% 8.0 3.1 A
Subtotal 92 88 95.5% 8.0 3.1 A
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 612 605 98.8% 6.3 1.6 A
Right Turn 101 98 97.3% 7.1 2.5 A
Subtotal 713 703 98.6% 6.4 1.7 A
Left Turn 26 24 90.4% 10.4 4.3 B
Through 694 686 98.8% 2.1 0.7 A
Right Turn
Subtotal 720 709 98.5% 2.3 0.7 A
Total 1,525 1,500 98.4% 4.6 0.9 A

7.7 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 11 Shellmound St/IKEA Exit Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 617 611 99.0% 7.4 3.5 A
Right Turn 77 76 99.1% 5.6 2.8 A
Subtotal 694 687 99.0% 7.2 3.4 A
Left Turn 62 59 95.8% 53.5 8.1 D
Through 695 689 99.1% 4.8 0.9 A
Right Turn
Subtotal 757 748 98.8% 8.2 1.6 A
Left Turn
Through
Right Turn
Subtotal
Left Turn 18 17 93.9% 57.3 10.3 E
Through
Right Turn 22 19 87.7% 6.3 0.9 A
Subtotal 40 36 90.5% 32.2 8.9 C
Total 1,491 1,472 98.7% 8.4 2.0 A

57.3 Intersection 12 San Pablo Ave/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 53 50 94.7% 21.2 5.9 C
Through 892 880 98.7% 2.5 0.5 A
Right Turn 8 8 100.0% 0.9 1.4 A
Subtotal 953 938 98.5% 3.5 0.6 A
Left Turn 4 4 87.5% 4.0 7.4 A
Through 755 749 99.2% 14.2 3.6 B
Right Turn 23 24 105.2% 18.6 9.5 B
Subtotal 782 777 99.3% 14.2 3.5 B
Left Turn 77 80 103.2% 50.4 5.9 D
Through 5 5 92.0% 31.6 35.5 C
Right Turn 129 129 99.7% 10.8 4.8 B
Subtotal 211 213 100.8% 26.8 5.4 C
Left Turn 6 5 80.0% 41.4 26.9 D
Through 6 6 91.7% 41.7 31.3 D
Right Turn 6 6 93.3% 6.5 5.8 A
Subtotal 18 16 88.3% 32.9 17.5 C
Total 1,964 1,944 99.0% 10.7 1.9 B

50.4 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 13 Emery St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 95 94.7% 19.4 4.4 C
Through
Right Turn 5 5 90.0% 6.5 8.2 A
Subtotal 105 99 94.5% 19.2 4.5 C
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 206 207 100.3% 0.7 0.2 A
Right Turn 74 67 90.7% 0.7 0.4 A
Subtotal 280 274 97.8% 0.7 0.1 A
Left Turn 6 5 90.0% 1.6 2.5 A
Through 76 74 97.5% 1.8 0.8 A
Right Turn
Subtotal 82 80 97.0% 1.9 0.7 A
Total 467 453 96.9% 5.3 1.5 A

18.4 Intersection 14 Watts Ave/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 24 24 98.8% 13.2 1.2 B
Through
Right Turn 12 8 70.0% 11.3 4.6 B
Subtotal 36 32 89.2% 13.0 1.2 B
Left Turn 137 134 97.4% 7.4 0.7 A
Through 5 5 100.0% 4.3 4.1 A
Right Turn 86 86 99.8% 6.3 0.4 A
Subtotal 228 224 98.4% 7.0 0.5 A
Left Turn 11 10 93.6% 7.3 4.7 A
Through 131 132 100.6% 6.4 0.8 A
Right Turn 5 4 72.0% 3.9 3.4 A
Subtotal 147 146 99.1% 6.5 0.7 A
Left Turn
Through 126 119 94.7% 8.4 0.9 A
Right Turn 50 49 98.4% 8.8 1.9 A
Subtotal 176 169 95.7% 8.5 0.9 A
Total 587 571 97.2% 7.7 0.3 A

13.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 15 Harlan St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 15 15 97.3% 14.6 2.9 B
Through
Right Turn 11 11 96.4% 6.1 2.9 A
Subtotal 26 25 96.9% 11.3 1.2 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 137 136 99.3% 0.1 0.1 A
Right Turn 11 12 106.4% 0.1 0.2 A
Subtotal 148 148 99.9% 0.1 0.1 A
Left Turn 16 15 95.6% 4.0 3.4 A
Through 220 214 97.1% 1.0 0.3 A
Right Turn
Subtotal 236 229 97.0% 1.2 0.2 A
Total 410 402 98.0% 1.5 0.3 A

14.6 Intersection 16 Haven St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 18 16 89.4% 16.3 4.3 C
Through
Right Turn 15 16 107.3% 13.3 1.7 B
Subtotal 33 32 97.6% 14.3 1.2 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 133 132 99.2% 0.1 0.1 A
Right Turn 5 5 104.0% 0.0 0.0 A
Subtotal 138 137 99.4% 0.1 0.1 A
Left Turn 6 5 80.0% 2.5 4.2 A
Through 229 223 97.4% 0.2 0.2 A
Right Turn
Subtotal 235 228 96.9% 0.2 0.3 A
Total 406 397 97.8% 1.3 0.1 A

16.3 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 17 Hollis St/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 11 8 72.7% 21.0 12.9 C
Through 267 264 98.9% 15.2 3.6 B
Right Turn 5 5 104.0% 9.1 10.2 A
Subtotal 283 277 98.0% 15.4 3.6 B
Left Turn 49 51 104.7% 18.1 6.8 B
Through 292 291 99.6% 14.2 2.9 B
Right Turn 24 21 86.3% 15.4 5.9 B
Subtotal 365 363 99.4% 14.9 3.1 B
Left Turn 54 53 97.6% 19.1 5.1 B
Through 84 81 96.4% 13.9 2.6 B
Right Turn 16 15 91.3% 11.8 11.0 B
Subtotal 154 148 96.3% 15.8 3.6 B
Left Turn 34 35 104.1% 16.0 9.0 B
Through 86 80 93.3% 12.7 3.1 B
Right Turn 128 123 95.7% 9.9 2.4 A
Subtotal 248 238 96.0% 11.8 2.2 B
Total 1,050 1,026 97.8% 14.5 2.1 B

21.0 Intersection 18 Holden St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 25 24 94.0% 9.4 0.5 A
Through
Right Turn 24 24 101.7% 10.6 1.0 B
Subtotal 49 48 97.8% 10.0 0.5 A
Left Turn 16 15 90.6% 7.1 1.9 A
Through 3 3 103.3% 2.7 4.5 A
Right Turn 18 19 104.4% 7.2 1.6 A
Subtotal 37 36 98.4% 7.2 1.1 A
Left Turn 7 6 84.3% 0.1 0.2 A
Through 114 109 95.4% 0.8 0.1 A
Right Turn 9 8 85.6% 0.2 0.2 A
Subtotal 130 122 94.2% 0.7 0.1 A
Left Turn 3 1 46.7% 0.0 0.0 A
Through 107 101 94.4% 0.1 0.1 A
Right Turn 11 7 59.1% 0.0 0.0 A
Subtotal 121 109 90.0% 0.1 0.1 A
Total 337 316 93.6% 2.7 0.3 A

10.3 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 19 Horton St/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 14 11 80.0% 9.2 5.5 A
Through 134 132 98.5% 15.6 3.3 C
Right Turn 46 41 89.3% 10.6 3.5 B
Subtotal 194 184 95.0% 14.4 3.2 B
Left Turn 14 14 97.9% 8.4 3.4 A
Through 131 129 98.6% 9.1 0.6 A
Right Turn 6 4 70.0% 3.8 3.5 A
Subtotal 151 147 97.4% 9.0 0.7 A
Left Turn 13 12 94.6% 9.1 10.7 A
Through 70 68 97.0% 9.6 2.4 A
Right Turn 51 47 91.4% 7.4 1.5 A
Subtotal 134 127 94.6% 8.8 2.2 A
Left Turn 92 87 94.1% 8.1 3.0 A
Through 53 52 97.2% 7.1 2.0 A
Right Turn 5 5 96.0% 4.7 5.4 A
Subtotal 150 143 95.3% 7.6 2.1 A
Total 629 601 95.6% 10.4 1.7 B

15.6 Intersection 20 Hubbard St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 10 9 91.0% 10.9 4.1 B
Right Turn 48 43 89.2% 12.0 0.8 B
Subtotal 58 52 89.5% 12.0 0.6 B
Left Turn 25 23 92.0% 7.4 0.9 A
Through 5 5 106.0% 5.5 3.0 A
Right Turn
Subtotal 30 28 94.3% 7.3 0.5 A
Left Turn
Through 60 61 102.0% 0.3 0.3 A
Right Turn 12 11 90.8% 0.2 0.5 A
Subtotal 72 72 100.1% 0.3 0.3 A
Left Turn 14 13 90.7% 0.4 0.4 A
Through 40 41 102.8% 0.2 0.2 A
Right Turn 18 13 72.8% 0.4 0.7 A
Subtotal 72 67 92.9% 0.3 0.3 A
Total 232 219 94.5% 4.0 0.2 A

12.0 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 21 San Pablo Ave/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 87 87 99.7% 9.6 2.8 A
Through 888 882 99.3% 6.1 1.0 A
Right Turn
Subtotal 975 969 99.4% 6.4 0.9 A
Left Turn
Through 671 667 99.4% 3.7 0.6 A
Right Turn 29 29 98.6% 4.4 3.8 A
Subtotal 700 696 99.4% 3.7 0.7 A
Left Turn 65 65 99.2% 46.1 8.0 D
Through
Right Turn 111 108 96.8% 24.5 5.7 C
Subtotal 176 172 97.7% 32.6 5.7 C
Left Turn
Through
Right Turn
Subtotal
Total 1,851 1,836 99.2% 8.0 0.9 A

47.2 Intersection 22 Hollis St/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 4 2 60.0% 5.3 8.2 A
Through 422 415 98.3% 11.0 1.8 B
Right Turn 24 22 90.0% 9.8 5.0 A
Subtotal 450 439 97.5% 10.9 1.9 B
Left Turn 53 51 95.3% 20.6 6.2 C
Through 339 338 99.7% 7.0 1.6 A
Right Turn 11 11 100.0% 5.2 3.2 A
Subtotal 403 399 99.1% 8.6 1.4 A
Left Turn 34 34 99.7% 20.4 4.4 C
Through 25 25 100.4% 16.6 10.3 B
Right Turn 5 5 96.0% 7.0 6.0 A
Subtotal 64 64 99.7% 18.4 4.5 B
Left Turn 21 20 95.7% 19.5 8.7 B
Through 31 30 95.5% 16.3 3.9 B
Right Turn 63 62 98.3% 7.4 1.7 A
Subtotal 115 112 97.0% 12.6 2.1 B
Total 1,032 1,014 98.2% 10.7 1.1 B

21.4 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Attachment F:

Multimodal Intersection Traffic Volumes
(Part 2)
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 Attachment G:

Intersection LOS and Delay Calculation
Worksheets (Part 2)
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 G-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 G-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