Exhibit F - Bayfront Blocks K-L-M-O-P - Traffic Report — Hercules City Council, September 9, 2025

2201 Broadway | Suite 602 | Oakland, CA 94612 | (510) 834-3200 www.fehrandpeers.com
Memorandum

Date: April 1, 2025
To: John Santry, Ledcor Development
From: Robert Rees and Jackson Zeng, Fehr & Peers
Subject: Hercules Bayfront Blocks K, L, M, P, and O Project – Transportation Impact Analysis
OK24-0555
This memorandum summarizes the Transportation Impact Analysis conducted by Fehr & Peers for the proposed Hercules Bayfront Blocks K, L, M, P, and O Project (the Project) in Hercules, CA. The Project would consist of 140 townhomes and 28 live-work units. The unit count analyzed in this memorandum is 171 units while the current Project, after completing the analysis, is 168 units.

The lower unit count does not alter the analysis findings and recommendations presented in this memorandum.

Based on our evaluation:
• The Project does not meet any of the Contra Costa Transportation Authority’s (CCTA) screening criteria for Vehicles Miles Traveled (VMT) impact. However, based on a detailed analysis, the Project would have a less than significant impact on VMT. • The Project would generate approximately 1,112 daily, 58 AM peak hour, and 78 PM peak hour vehicle trips.
• The following improvements are recommended:
◦ Recommendation 1: Prior to the occupancy of the Project, convert the John Muir Parkway/Bayfront Boulevard intersection to an all-way stop control to reduce conflicts and improve traffic flow.
◦ Recommendation 2: Maintain 20 feet clear at all intersecting streets to ensure clear sight lines. And apply the 20 feet of red curb at all Project intersections, alleys, and driveways.
◦ Recommendation 3: Upon development of the Project, maintain the pedestrian and bicycle connection between the Project to the Bay Trail to preserve recreational access for residents and visitors.

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◦ Recommendation 4: Upgrade all marked crossings to high-visibility continental crosswalk striping.

The remainder of this memorandum provides more detail on our assumptions and findings on these topics.

Project Description
The Hercules Bayfront Blocks K, L, M, P, and O Project plans to develop 6.7 acres of land into residential housing and live-work units (Appendix A). The Project would consist of 140 townhomes and 28 live-work units across Blocks K, L, M, P, and O. The Project site surrounds the intersection of Bayfront Boulevard and John Muir Parkway.

The Project would provide 342 garage parking spaces and 89 surface parking spaces. Access to the units would be provided through multiple alleys that are accessible via Loop Road, Bayfront Boulevard, or John Muir Parkway.

VMT Assessment
This section presents the effects of the Project on VMT using guidelines, thresholds of significance, and screening criteria for evaluating VMT in CEQA documents as recommended by CCTA.

California Senate Bill 743
On September 27, 2013, California Governor Jerry Brown signed SB 743 into law and started a process that changed the way transportation impact analysis is conducted as part of CEQA compliance. These changes include elimination of automobile delay, LOS, and other similar measures of vehicular capacity or traffic congestion as a basis for determining significant impacts under CEQA. According to SB 743, these changes are intended to “more appropriately balance the needs of congestion management with statewide goals related to infill development, promotion of public health through active transportation, and reduction of greenhouse gas emissions.” In December 2018, the State Office of Planning and Research (OPR) completed an update to the CEQA Guidelines to implement the requirements of SB 743. The Guidelines state that VMT must be the metric used to determine significant transportation impacts. The Guidelines require all lead agencies in California to use VMT-based thresholds of significance in CEQA documents published after July 2020.

The OPR Guidelines recommend developing screening criteria for development projects that meet certain criteria that can readily lead to the conclusion that they would not cause a significant impact on VMT. The OPR Guidelines also recommend evaluating VMT impacts using an efficiency-based version of the metric, such as VMT per resident for residential developments and/or VMT per worker for office or other employment-based developments.

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While the City of Hercules has not developed their screening criteria or thresholds of significance for VMT assessment, the CCTA, which supports travel demand modeling for all jurisdictions in the county, has developed VMT screening criteria, analysis methodologies, and thresholds of significance. Therefore, this analysis uses the screening criteria, analysis methodologies, and the thresholds of significance recommended by CCTA as described in the VMT Analysis Methodology for Land Use Projects in Contra Costa Technical Memorandum (CCTA VMT Methodology Memorandum, March 2022).

VMT Definitions
Terms used for VMT screening and estimation are defined below:
• Home-based VMT – VMT for trips that begin or end at a residence. Home-based VMT per resident is defined as the total VMT that begins or ends at a residence in a geographic area on a typical weekday divided by the population in that geographic area. • Local Serving Uses – Land uses that are expected to draw users from a local area, typically no more than a 2- to 3-mile radius. The definition of local-serving uses may vary by jurisdiction. These uses may include local-serving public facilities such as a branch library, a police or fire station, neighborhood-based schools, and local-serving retail businesses such as grocery stores, coffee shops or dry cleaners. • Transit Priority Areas (TPAs) – TPAs are areas close to a significant transit mode, defined as one-half mile area around an existing major transit stop or an existing stop along a high-quality transit corridor. Public Resources Code, § 21064.3 defines “major transit stop” as a site containing an existing rail transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of 15 minutes or less during the morning and afternoon peak commute periods. Public Resources Code, § 21155 defines a “high-quality transit corridor” as a corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours.

VMT Screening
According to the CCTA VMT Methodology Memorandum, screening thresholds can be used to quickly identify projects that can be expected to cause a less than significant impact without conducting a detailed study. The CCTA VMT Methodology Memorandum recommended screening thresholds and their applicability to the Project are described below. • Small Projects – Projects that have fewer than 10,000 square feet of non-residential space or 20 residential units or less may be assumed to cause a less than significant VMT impact. Analysis: The Project would have over 20 residential units; therefore, it would not meet this screening threshold.
• Local-Serving Uses – Projects that consist of local-serving uses can be presumed to have a less than significant impact, since they would primarily draw users and customers from John Santry
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a small geographical area. Analysis: The Project would not meet this screening threshold since it is a residential development, not a local-serving public facility or business. • Located in TPAs – Projects located within a TPA can be presumed to have a less than significant impact, unless the project meets one or more of the following:

1. Has a Floor Area Ratio (FAR) greater than 0.75;

2. Includes more parking for use by residents, customers, or employees than required by the lead agency (if the agency allows but does not require the project to supply a certain amount of parking);

3. Is inconsistent with the applicable Sustainable Communities Strategy (SCS) (as determined by the lead agency, with input from the Metropolitan Transportation Commission (MTC)); or

4. Results in a net reduction in multifamily housing units.

Analysis: A portion of the development lies within a TPA as defined by the CCTA1 due to the planned train station and ferry terminal in Hercules. However, since the station's construction has not yet been funded, the Project does not currently meet the criteria for being in a TPA.
• Located in Low VMT Areas – Residential projects located within a low VMT-generating area can be presumed to have a less than significant impact. CCTA defines Low VMT areas as follows:
o For housing projects: Cities and unincorporated portions within CCTA’s five subregions that have existing home-based VMT per resident that is 85% or less of the existing County-wide average. Analysis: Based on the data developed by CCTA using the Countywide Travel Demand Model (CCTA Model), Hercules has an existing home- based VMT per resident of 18.5, which is greater than the existing County-wide average home-based VMT per resident of 17.3. Therefore, the Project would not meet this screening threshold.

Since the Project does not meet any of the screening thresholds, a more detailed evaluation of the Project’s VMT impact is required.

Detailed VMT Analysis
The detailed VMT evaluation for the Project is conducted using the CCTA Travel Demand Model.

The CCTA Model is a regional travel demand model that uses socio-economic data and roadway and transit network assumptions to forecast traffic volumes, transit ridership, and VMT using a four-step modeling process that includes trip generation, trip distribution, mode split, and trip assignment. This process accounts for changes in travel patterns due to future growth and expected changes in the transportation network. The CCTA Model, which encompasses the entire nine-county Bay Area region, with additional zonal and network detail within Contra Costa County, is based on the Metropolitan Transportation Commission (MTC) Plan Bay Area 2040 (i.e.,

1 https://ccta1.maps.arcgis.com/apps/webappviewer/index.html?id=4135020bb272458f824152fedb78a088 John Santry
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Sustainable Communities Strategy) transportation network and land uses for 2020 and 2040.

Travel models report data by travel analysis zones (TAZ), which are developed by planning agencies to represent geographic areas with similar travel characteristics.

As a regional planning tool, the CCTA Model was developed through an extensive model validation process and is intended to replicate existing vehicular travel behavior. Therefore, it can provide a reasonable estimate of the VMT generated in various geographic areas on a typical weekday, as well as estimate future VMT that reflects planned local and regional land use and transportation system changes.

Since the Project would be a residential project, the home-based VMT per resident metric is used to generate VMT estimates. As recommended in the CCTA VMT Methodology Memorandum, the Project is added to the baseline land use database in the Model to estimate the home-based VMT per resident for the Project.

According to the CCTA, the project generated home-based VMT per resident constitutes a significant impact if it exceeds the following significance thresholds, whichever is less stringent: 1) 85% of the home-based VMT per resident in the subject municipality (i.e., City of Hercules), or 2) 85% of the existing County-wide average home-based VMT per resident. Since the existing average home-based VMT per resident is 18.5 for the City of Hercules and 17.3 for Contra Costa County, this analysis uses 85% of the existing City average home-based VMT per resident as the significance threshold.

Table 1 summarizes the 2020 home-based VMT per resident as estimated by the CCTA Model.

The table also compares the home-based VMT per resident for the Project with the City average and 85% of the City average, which is the significance threshold used to determine the significance of the VMT impact.

As shown in Table 1, the 2020 home-based VMT per resident for Project TAZ (10242) is estimated to be 14.6. The 2020 home-based VMT per resident for the Project would be below 85% of the City average (15.8). Thus, the Project impact on VMT is less than significant under CEQA, and no mitigation is required.

Table 1: Daily Vehicle Miles Traveled Summary
Geography 2020 Home-Based VMT per
Resident
City Average 18.5
85% of the City Average
(i.e., Significance Threshold) 15.8
Project (TAZ 10242) 14.6
Below Threshold? Yes
Source: CCTA Model, 2021; Fehr & Peers, 2024.

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Trip Generation
Trip generation is the process of estimating the number of vehicles that would access the Project site. Fehr & Peers estimated the trip generation for the Project using the data and methodology in the ITE Trip Generation Manual, 11th Edition. The ITE Trip Generation Manual provides trip generation data for various land use types based on observations at comparable sites throughout the country.

New versions of the ITE Trip Generation Manual have been released since the last EIR, leading to changes in the appropriate ITE land use codes and associated trip generation equations used in this report for the Project site and the remaining buildout of the Bayfront area. The Project involves the development of townhouses, corresponding to ITE Land Use Code 220. The neighboring buildout includes office units (ITE Code 710), retail spaces (ITE Code 821), and hotel rooms (ITE Code 310).

Trip internalization reduction was calculated by applying the proportion of internal reduction from the previous EIR to the total trips in this analysis. The values for transit reduction in the previous EIR were applied in this analysis.

Table 2 and Table 3 present the trip generation equations and projected trips for the Project and buildout. The Project would generate 1,112 daily trips, with 58 trips during the AM peak hour and 78 trips during the PM peak hour.

Table 2: ITE Trip Generation Equations
ITE
Code
Land Use
Description Units Daily Trip Equations AM Peak Hour Trip Equations
PM Peak Hour Trip
Equations
220 Townhouses
(Low-Rise) DU T = 6.41(X) + 75.31 T = 0.31(X) + 22.85 T = 0.43(X) + 20.55 710 Office KSF Ln(T) = 0.87*Ln(X) + 3.05 Ln(T) = 0.86*Ln(X)+1.16 Ln(T) = 0.83*Ln(X)+1.29 821 Retail KSF T = 67.52*X T = 1.73*X T = 5.19*X
310 Hotel Rooms T = 7.99*X T = 0.50*X - 7.45 T = 0.74*X - 27.89 Source: ITE Trip Generation, 11th Edition, 2021; Fehr & Peers, 2024.

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Table 3: Trip Generation
Land Use Units Quantity Daily
Trips
AM Peak Hour Trips PM Peak Hour Trips
In Out Total In Out Total
Townhouses
/Live-Work
Units
(Project)1
DU2 171 1,112 14 44 58 49 29 78
Townhouses
/Live-Work
Units
(Buildout)
DU2 692 4,498 56 177 233 198 116 314
Office KSF3 182 4 2,120 270 37 307 52 253 305
Retail KSF3 144 4 9,690 154 94 248 365 380 745
Hotel Rooms 207 1,650 54 42 96 64 61 125
Subtotal 19,070 547 394 941 727 839 1,567
Total Internal Reduction
(Walk/Bike Trips) -2,674 0 0 0 -108 -108 -216
Transit Reduction -670 -33 -38 -71 -28 -35 -63
Net New External Project &
Buildout Trips 15,726 514 356 870 592 696 1,288
Notes

1. The analysis was based on 3 additional townhouses in Block K, bringing the total to 39 units in this block.

2. DU = dwelling units

3. KSF = thousand square feet

4. As per the previous EIR, the 134,000 square feet of buildout “flex space” was analyzed as 50% office use and 50% retail use for trip generation purposes and is included in the calculations above.

Source: Fehr & Peers, 2024.

Traffic Operations Analysis
This section presents the traffic operations analysis completed for the Project. This section starts by describing trip distribution and trip assignment for the Project, describing the methodologies used to evaluate traffic operations, followed by selection of study intersections, summary of traffic operations under Existing and Existing Plus Project conditions, summary of Project effects on delay and level of service (LOS) at the study intersections, and recommended improvements.

Trip Distribution, Trip Assignment, and Study Intersection Selection The trip distribution and assignment process estimate how vehicle trips generated by the Project and buildout will be distributed across the roadway network. Trip distribution is determined by applying ratios from the previous 2019 traffic analysis for the M/P and O development sites by John Santry
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Fehr & Peers and the previous EIR, each specifying the proportion of trips using Bayfront Boulevard versus John Muir Parkway. The ratios in each of these documents are applied to the generated trips for the Project and buildout, respectively. Figure 1 and Figure 2 illustrate the distribution and assignment at the study intersections. Based on this analysis, 94% of AM and PM peak-hour Project trips are expected to use John Muir Parkway, while 6% will use Bayfront Boulevard. Additionally, 55% of AM and 71% of PM peak-hour buildout trips are expected to use John Muir Parkway, while 45% of AM and 29% of PM peak-hour buildout trips will use Bayfront Boulevard.

This analysis evaluates the AM and PM peak hour intersection operations at the following three study intersections under Existing, Existing Plus Project, and Existing Plus Project Plus Buildout conditions:

1. John Muir Parkway/Bayfront Boulevard

2. John Muir Parkway/Bayfront Apartments Driveway

3. John Muir Parkway/Tioga Loop
These intersections were selected for analysis because they serve as the primary entrance and exit points for Project trips, making them most susceptible to traffic impacts by the Project.

Analysis Methodology and Tools
Intersection operations are described using the term “Level of Service” (LOS). LOS is a qualitative description of traffic flow based on factors such as speed, travel time, delay, and freedom to maneuver. Letter grades range from LOS A, with no congestion and short delay, to LOS F, which represents over-capacity conditions with excessive vehicle delay. The Transportation Research Board’s Highway Capacity Manual (HCM) provides a methodology to calculate LOS at intersections based on average vehicle delay. Appendix B describes the various LOS and the corresponding ranges of delays for both signalized and unsignalized intersections based on HCM 2010 methodology. The City of Hercules' General Plan aims to maintain LOS D at intersections along all Basic Routes, including John Muir Parkway and Bayfront Boulevard.

Synchro 11 software is used to estimate delays and the corresponding LOS. Synchro uses the equations provided in the HCM 6th Edition to calculate control delay. These equations use intersection characteristics, such as vehicle and pedestrian volumes, lane geometry, and intersection control, as inputs in estimating control delay.

Traffic Volumes
Existing traffic volumes at both study intersections were collected on Thursday, May 23, 2024.

Appendix C presents the detailed volume data for the study intersections. Figure 3 shows the existing AM and PM peak hour intersection vehicle volumes (7:45 to 8:45 AM and 4:15 to 5:15 PM), lane configurations, and signal controls at the study intersections. Figure 3 also shows the traffic volumes for both the Existing Plus Project and Existing Plus Project Plus Buildout scenarios.

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These include the current traffic volumes combined with those generated by the Project alone and the Project plus full buildout. This analysis assumes the John Muir Parkway/Bayfront Boulevard intersection becomes all-way stop controlled under the Existing Plus Project and Existing Plus Project Plus Buildout scenarios.

Intersection LOS Analysis
Based on the volumes, intersection controls, and roadway configurations presented on Figure 3, Fehr & Peers calculated the AM and PM peak hour LOS at the study intersections using the methodologies presented above under Existing, Existing Plus Project, and Existing Plus Project Plus Buildout conditions. Table 4 summarizes the weekday AM and PM peak hour intersection LOS analysis results. Appendix D provides detailed calculation worksheets.

Table 4: Intersection LOS Summary
# Intersection Traffic
Control
Peak
Hour
Existing No Project Existing Plus Project Existing Plus Project Plus Buildout
Delay
(Seconds)2 LOS2 Delay
(Seconds)2 LOS2 Delay
(Seconds)2 LOS2
1 John Muir
Parkway/Bayfront
Boulevard
All-Way
Stop1
AM 0 A 7 A 10 B
PM 0 A 7 A 22 C
2 John Muir
Parkway/Bayfront
Apartments
Driveway
Side-Street
Stop
AM 2 A 2 A 1 A
PM 1 A 1 A 0 A
3 John Muir
Parkway/Tioga
Loop
Side-Street
Stop
AM 0 A 0 A 0 A
PM 0 A 0 A 0 A
Notes

1. The existing intersection is uncontrolled.

2. Average intersection delay and LOS based on the HCM 6th method.

Source: Fehr & Peers, 2024.

As shown in Table 4, the John Muir Parkway/Bayfront Boulevard intersection operates at LOS C or better during the AM and PM peak hours under the Existing, Existing Plus Project, and Existing Plus Project Plus Buildout conditions. Thus, the intersection would be consistent with the City’s LOS goal.

The uncontrolled John Muir Parkway/Bayfront Boulevard intersection operates at LOS A during both AM and PM peak hours under Existing Conditions. In the Existing Plus Project scenario, it is projected to maintain LOS A during both peak hours. In the Existing Plus Project Plus Buildout scenario, the intersection is expected to operate at LOS B during the AM peak and LOS C during the PM peak.

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Recommendations:
 To improve future access and circulation at John Muir Parkway/Bayfront Boulevard, it is recommended to convert the intersection to an all-way stop control before Project occupancy. The results for the Existing Plus Project and Existing Plus Project Plus Buildout scenarios, presented in Table 4, show that the intersection maintains LOS C, aligning with the City’s LOS goal.

Site Access and Circulation Analysis
Below is a summary evaluation of access and circulation for all travel modes, comparing the Project’s design as per the site plan (Appendix A) against current standards, best practices, and requirements in the form-based code for the Project area outlined in the Waterfront District Master Plan.

Motor Vehicle Access and Circulation
John Muir Parkway, adjacent to the Project, features a 12-foot travel lane, 6-foot bicycle lane, and 8-foot parallel parking lane in each direction. The distance between the two main intersections providing Project access—John Muir Parkway/Bayfront Boulevard and Bayfront Boulevard Apartments Driveway/John Muir Parkway—is 325 feet, below the form-based code’s maximum limit of 400 feet.

Driveways at Blocks N, Q, and R, are 20 feet wide, adhering to the maximum width specified in the form-based code. Ensuring driveways at Blocks K, L, M, P, and O are also 20 feet wide will allow for adequate vehicle entry and exit.

Project alleys are designed to load traffic. The 95th percentile queue is less than one vehicle, indicating that queues will rarely exceed one car. Therefore, the Project alleys will effectively handle anticipated traffic queues.

Recommendations:
 Provide 20 feet of red curb on either side of driveways, allies, and intersections to ensure adequate sight distance between drivers and pedestrians walking nearby.  Provide 20 feet of red curb adjacent to crosswalks to maintain clear sight lines between drivers and pedestrians.
 Convert John Muir Parkway/Bayfront Boulevard to an all-way stop-controlled intersection.

Pedestrian Access and Circulation
Sidewalks adjacent to the Project along John Muir Parkway between Bayfront Boulevard and the Bayfront Boulevard Apartments Driveway are primarily 14 feet wide, which aligns with requirements set by the form-based code. Moreover, these dimensions exceed guidelines set by John Santry
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the Public Right of Way Guidance (PROWAG), which require a minimum width of 4 feet and recommend at least 5 feet for sidewalks.

To the north of the Project site is the Bay Trail, a shared-use pedestrian and bicycle facility situated along the waterfront. The Project currently provides bicycle and pedestrian access to the Bay Trail through a connection north of the John Muir Parkway/Bayfront Boulevard intersection.

Recommendations:
 Upon development of the Project, maintain the pedestrian connection between the Project and the Bay Trail to preserve recreational access for residents and visitors.  Upgrade all marked crossings to high-visibility continental crosswalk striping.  Ensure 20 feet of red curb at new intersection, alley, and driveway approaches at intersections on John Muir Parkway, Bayfront Boulevard, and Project roads.

Bicycle Access and Circulation
Existing bicycle facilities in the Project vicinity include a Class II bike lane along John Muir Parkway, which extends east to connect with the bike lane on San Pablo Avenue, and a Class I shared-use path along the Bay Trail. Currently, a connection north of John Muir Parkway/Bayfront Boulevard to the Bay Trail provides access to the path.

A proposed Class I shared-use path in the 2009 Contra Costa Countywide Bicycle and Pedestrian Plan2 is located near the project area. This path, running alongside Refugio Creek, will connect the existing Class I path along Refugio Valley Road, ending at Sycamore Avenue, to the Bay Trail. The proposed Class I path is also included in the Metropolitan Transportation Commission's (MTC) 2023 Bay Trail Gap Closure Implementation Plan3.

Recommendations:
 Upon development of the Project, maintain the bicycle connection between the Project to the Bay Trail to preserve recreational access for residents and visitors.

Transit Access
WestCAT currently provides bus service in the vicinity of the Project, with the nearest stop located at the Hercules Hub Waterfront at Bayfront Boulevard/Sanderling Drive, approximately 700 feet away from the Project site. The stop serves as the terminal for the JX line, which offers direct service to El Cerrito del Norte BART station.

2 Contra Costa Countywide Bicycle and Pedestrian Plan (2009) (https://ccta.net/wp- content/uploads/2018/10/52ead8bcc30b4.pdf).
3 Metropolitan Transportation Commission (MTC) – Bay Trail Gap Closure Implementation Plan Prioritization (https://experience.arcgis.com/experience/817c5f3b503848deb44e83d337285fd6/).

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The Hercules Hub Waterfront stop is currently missing a sidewalk, presenting a challenge for safe pedestrian access. Future buildout of the area should prioritize the inclusion of a sidewalk and ensure ADA accessibility at the stop to improve transit access and safety for all users.

On-Street and Off-Street Parking
The Project would include 435 parking spaces. The form-based code in the Waterfront District Master Plan requires 1 space per 1,500 square feet for residential use and live/work units under 2,500 square feet. While the exact square footage of townhomes and live/work units in the Project is unspecified in the site plan, assuming that each is 1,500 square feet would align with typical sizes (around 1,500 to 2,500 square feet). Based on these assumptions, the Project is only required to supply 171 parking spaces, resulting in an excess of 264 spaces (435 spaces minus 171 spaces).

Therefore, the Project provides more parking than required per the form-based code.

Parking demand is also estimated using the ITE Parking Generation Manual, 6th Edition, which provides parking demand estimates for land use types based on nationwide observations. For the Project's townhouses (ITE Land Use Code 215), the weighted average parking demand is 241 spaces, and the 85th percentile demand is 388 spaces, as shown in Table 5.

The Project’s townhouses will provide 2 garage parking spaces per unit, totaling 342 spaces, which meets the average demand but falls short of the 85th percentile. If the project has excess demand, the additional 26 driveway, 14 surface, and 53 on-street spaces can act as overflow parking, increasing the parking supply to 435 total spaces (342 garage plus 26 driveway, 14 surface, and 53 on-street), accommodating the 85th percentile demand of 388 parking spaces.

Table 5: ITE Parking Generation
Statistic
ITE Code 215
Parking Demand
Rate (per unit)
Total Parking
Demand for Project
Weighted Average 1.41 241
85th Percentile 2.27 388
Source: ITE Parking Generation Manual, 6th Edition, 2023.

While the form-based code may be an appropriate application for parking at buildout when the transit services and mix of land uses are provided in the neighborhood, it is unknown when the train station and fully functioning bus transit hub will be operational. Until then, the increased parking – two garage spaces per unit plus driveway, surface, and on-street parking – is necessary to accommodate need per the ITE Parking Generation Manual. In addition, the combined 93 driveway, surface, and on-street parking spaces provide an excellent amenity for visitors to the area’s coast and commercial establishments now and at buildout.

Per the Bayfront Project Parking Operations Agreement, the Owner commits to share 10% of parking spaces in Blocks E, G, J, K, L, M, N, O, P, Q, and R for public use. The combined 93 John Santry
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driveway, surface, and on-street parking spaces in the Project represent about 20% of the total parking supply provided by the Project, exceeding the parking operations agreement.

Attachments:

Figure 1 – Project Trip Assignment and Distribution
Figure 2 – Buildout Trip Assignment and Distribution
Figure 3 – Peak Hour Intersection Traffic Volumes, Lane Configuration, and Traffic Controls Figure 4 – Recommendations
Appendix A – Project Site Plan
Appendix B – LOS Evaluation Criteria
Appendix C – Intersection Volumes
Appendix D – Intersection LOS worksheets
Project Site Trip Distribution and Assignment
Figure 1

1. John Muir Pkwy/Bayfront Blvd 2. John Muir Pkwy/Bayfront Apt Driveway 3. John Muir Pkwy/Tioga Loop Project Trips
0 (0)
6 (18)
4 (13)
0 (2)
0 (2)
0 (0)
1 (0)
17 (12)
0 (0)
0 (0)
2 (1)
12 (8)
D
D
D
D
STOP
STOP
STOP
STOP
John Muir Pkwy
Bayfront Blvd
14 (44)
0 (0)
40 (28)
0 (0) 0 (0)
0 (0)
E
B
G
STOP
John Muir Pkwy
Tioga Loop
10 (31)
4 (13)
29 (20)
0 (0)
0 (0)
12 (8)
E
B
G
STOP
John Muir Pkwy
Bayfront Apt Driveway
STOP
#
Project Site
Study Intersection
Stop Sign
AM (PM) Peak Hour
Traffic Volumes

XX (YY)
1 2
3 AM (PM) Peak Hour
Project Site Trip
Distribution
XX% (YY%)
94% (94%)
6% (6%)

Buildout Trip Distribution and Assignment
Figure 2

1. John Muir Pkwy/Bayfront Blvd 2. John Muir Pkwy/Bayfront Apt Driveway 3. John Muir Pkwy/Tioga Loop Project + Buildout Trips
286 (419)
0 (0)
194 (495)
0 (0) 0 (0)
0 (0)
E
B
G
STOP
John Muir Pkwy
Tioga Loop
284 (409)
3 (10)
187 (489)
0 (0)
0 (0)
7 (6)
E
B
G
STOP
John Muir Pkwy
Bayfront Apt Driveway
277 (385)
4 (14)
3 (10)
2 (6)
3 (8)
171 (474)
9 (3)
9 (9)
0 (0)
0 (0)
11 (5)
7 (6)
D
D
D
D
STOP
STOP
STOP
STOP
John Muir Pkwy
Bayfront Blvd
STOP
#

XX (YY)
1 2
3 Project Site
Buildout
Study Intersection
Stop Sign
AM (PM) Peak Hour
Traffic Volumes
AM (PM) Peak Hour
Project + Buildout Trip
Distribution
XX% (YY%)
55% (71%)
45% (29%)

Lane Configurations, and Traffic Controls
Peak Hour Intersection Traffic Volumes,
Figure 3
48 (73)
68 (72)

1. John Muir Pkwy/Bayfront Blvd 2. John Muir Pkwy/Bayfront Apt Driveway 3. John Muir Pkwy/Tioga Loop Bayfront Blvd
John Muir Pkwy
A
F

1. John Muir Pkwy/Bayfront Blvd 2. John Muir Pkwy/Bayfront Apt Driveway 3. John Muir Pkwy/Tioga Loop

1. John Muir Pkwy/Bayfront Blvd 2. John Muir Pkwy/Bayfront Apt Driveway 3. John Muir Pkwy/Tioga Loop ExistingExisting Plus Project
Existing Plus
Project + Buildout
48 (73)
6 (18)
4 (13)
0 (2)
0 (2)
68 (72)
1 (0)
17 (12)
0 (0)
0 (0)
2 (1)
12 (8)
D
D
D
D
STOP
STOP
STOP
STOP
John Muir Pkwy
Bayfront Blvd
48 (70)
12 (33)
66 (68)
2 (4)
0 (3)
38 (18)
E
B
G
STOP
John Muir Pkwy
Bayfront Apt Driveway
3 (2)
58 (101)
14 (13)
103 (84)
1 (2) 2 (2)
24 (14)
HE
B
G
STOP
John Muir Pkwy
Tioga Loop
3 (2)
72 (145)
14 (13)
144 (112)
1 (2) 2 (2)
24 (14)
HE
B
G
STOP
John Muir Pkwy
Tioga Loop
3 (2)
345 (520)
14 (13)
297 (579)
1 (2) 2 (2)
24 (14)
HE
B
G
STOP
John Muir Pkwy
Tioga Loop
58 (101)
16 (46)
95 (88)
2 (4)
0 (3)
50 (26)
E
B
G
STOP
John Muir Pkwy
Bayfront Apt Driveway
332 (479)
15 (43)
253 (557)
2 (4)
0 (3)
45 (24)
E
B
G
STOP
John Muir Pkwy
Bayfront Apt Driveway
325 (458)
4 (14)
3 (10)
2 (6)
3 (8)
239 (546)
9 (3)
9 (9)
0 (0)
0 (0)
11 (5)
7 (6)
D
D
D
D
STOP
STOP
STOP
STOP
John Muir Pkwy
Bayfront Blvd
STOP
#
Project Site
Buildout
Study Intersection
Stop Sign
AM (PM) Peak Hour
Traffic Volumes

XX (YY)
1 2
3 ORANGE COUNTY . LOS ANGELES . BAY AREA . SACRAMENTO© 2025 WILLIAM HEZMALHALCH ARCHITECTS, INC. DBA WHA. | 2023145 | 04-01-25 SP-14

HERCULES WATERFRONT DISTRICT - BLOCK K,L,M,O,P
HERCULES, CA DEVELOPMENT REVIEW 3RD SUBMITTAL

STREET AND CIRCULATION PLAN
Street Type Hierarchy
Street Name Public /
Private
Street
Hierarchy Street Type in WDMP
Bayfront Boulevard Public Primary Town Center Street I
John Muir Parkway Public Primary John Muir Parkway
Bayfront Loop Public Primary Neighborhood Street II
Shoreline Loop Public Secondary Transit Loop Drive Modi- fied
Alley A-J Private N/A Rear Loaded Alley
Frontage Type
Stoop
Landing Dock
Arcade
*

BAYFRONT BLVD

BAYFRONT LOOP
(PUBLIC R.O.W.)

SHORELINE LOOP
(PUBLIC R.O.W.)
ALLEY "C"
ALLLEY "F"
ALLEY "L"
ALLEY "M"
ALLEY "E"

JOHN MUIR PARKWAY
ALLEY "A"
ALLEY "G"
ALLEY "H"
ALLEY "I"
ALLEY "J"
ALLEY "K"
ALLEY "B"
ALLEY "D"

PRIMARY STREET

SECONDARY STREET
*
*
*
*
*
ORANGE COUNTY . LOS ANGELES . BAY AREA . SACRAMENTO

CONCEPTUAL ILLUSTRATIVE

HERCULES, CA
Project Site Plan Recommendations—Blocks K, L, M, P, & O Figure 4
...\Bayfront Buildout Recommendations Figures\OK24-0555.02_3_SitePlanRec-KLMPO Install connection to
Bay Trail from the
project site in
accordance with the
updated Bay Trail
Design Guidelines
and Toolkit,
currently under
development
Install high-visibility
crosswalk striping
Install all-way stop control
with high-visibility
crosswalks at each
intersection leg
Install high-visibility
crosswalk striping at
each intersection leg
General Note:
- Maintain 20' clear at all
intersecting streets

Appendix A: Project Site Plan

HERCULES WATERFRONT DISTRICT - BLOCK K,L,M,O,P
HERCULES, CA DEVELOPMENT REVIEW 3RD SUBMITTAL

BAYFRONT BLVD

BAYFRONT LOOP
(PUBLIC R.O.W.)

SHORELINE LOOP
(PUBLIC R.O.W.)
ALLEY "C"
ALLLEY "F"
ALLEY "L"
ALLEY "M"
ALLEY "E"

JOHN MUIR PARKWAY
ALLEY "A"
ALLEY "G"
ALLEY "H"
ALLEY "I"
ALLEY "J"
ALLEY "K"
ALLEY "B"
ALLEY "D"

PRIMARY STREET

SECONDARY STREET
*
*
*
*
*

Appendix B: LOS Evaluation Criteria

Appendix B – Intersection Level of Service Analysis Criteria Intersection operations are evaluated using the methods provided in the 2010 Highway Capacity Manual (HCM). These methods use intersection characteristics to estimate average control delay and then assigns a Level of Service (LOS) value. Control delay is defined as the delay associated with deceleration, stopping, moving up in the queue, and acceleration experienced by drivers at a signalized intersection. Tables A-1 and A-2 describe the various LOS and the corresponding ranges of delays for signalized and unsignalized intersections.

TABLE A-1: SIGNALIZED INTERSECTION LEVEL OF SERVICE DEFINITIONS Level
of Service Grade
Average Control Vehicle
Delay (Seconds) Description
A ≤10.0
Free Flow or Insignificant Delays: Operations with very low delay, when signal progression is extremely favorable and most vehicles arrive during the green light phase. Most vehicles do not stop at all.

B >10.0 and ≤20.0
Stable Operation or Minimal Delays: Generally occurs with good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average delay. An occasional approach phase is fully utilized.

C >20.0 and ≤35.0
Stable Operation or Acceptable Delays:

Higher delays resulting from fair signal progression and/ or longer cycle lengths. Drivers begin having to wait through more than one red light. Most drivers feel somewhat restricted.

D >35.0 and ≤55.0
Approaching Unstable or Tolerable Delays: Influence of
congestion becomes more noticeable. Longer delays result from unfavorable signal progression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop. Drivers may have to wait through more than one red light. Queues may develop, but dissipate rapidly, without excessive delays.

E >55.0 and ≤80.0
Unstable Operation or Significant Delays: Considered to be the limit of acceptable delay. High delays indicate poor signal progression, long cycle lengths and high volume to capacity ratios. Individual cycle failures are frequent occurrences. Vehicles may wait through several signal cycles. Long queues form upstream from intersection.

F >80.0
Forced Flow or Excessive Delays: Occurs with oversaturation when flows exceed the intersection capacity. Represents jammed conditions. Many cycle failures. Queues may block upstream intersections.

Source: Highway Capacity Manual, Transportation Research Board, 2010.

TABLE A-2: UNSIGNALIZED INTERSECTION LEVEL OF SERVICE DEFINITIONS Level
of Service Grade
Average Control Vehicle
Delay (Seconds) Description
A ≤10.0 Little or No Delays
B >10.0 and 15.0 Short Traffic Delays
C >15.0 and 25.0 Average Traffic Delays
D >25.0 and 35.0 Long Traffic Delays
E >35.0 and 50.0 Very Long Traffic Delays
F >50.0 Extreme Traffic Delays with Intersection Capacity Exceeded Source: Highway Capacity Manual, Transportation Research Board, 2010.

Appendix C: Intersection Volumes
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
5 30
10 13
11 19
22 22
132
64150 0 0 5 37 7
13 27
Peak Hour 0 4 3 0 7 0 0
0 1 0 1 11 81Count Total 0 8 5 0 13 0
11 5 40 0 0 0 0 28:45 AM 0 1 0 0 1
0 0 0 17 0 5
3 8:30 AM 0 0 0 0 0 0 0 0
1 0 1 4 12 0
2 3
8:15 AM 0 1 1 0 2 0 0
0 0 0 0 2 4
7 3 3
8:00 AM 0 2 0 0 2 0
0 0 0 0 0 0
7 0 3
6 7:30 AM 0 0 1 0 1 0 0 0
0 0 0 3 19 2
0 3 0
EB WB NB SB Total East
7:45 AM 0 1 1 0 2
0 0 0
0% - -HV% - - - - 0%
1 0
7:15 AM 0 1 1 0 2 0 0
0 0 0 0 0 4
West North South
7:00 AM 0 2 1
4 0 0 73 0 0 00 2 32 0 0 1
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
4% - - - - 6%13% - -
Peak
Hour
All 0 0 0
0 1 0 0 131 0
0 0 0 0 7 00 0 0 0 0 3
0 108 0
HV 0 0 0 0 0
Count Total 0 0 0 0 6 68 0 0 0 0 206 0
29 1040 17 0 0 0 02 10 0 0 0 0
0 0 0 31 107
8:45 AM 0 0 0 0
0 0 0 0 20 0
19 104
8:30 AM 0 0 0 0 1 10 0
0 9 0 0 0 00 10 0 0 0 0
0 0 0 25 108
8:15 AM 0 0 0 0
0 0 0 0 18 0
32 102
8:00 AM 0 0 0 0 0 7 0
0 21 0 0 0 00 11 0 0 0 0
0 0 0 28 0
7:45 AM 0 0 0 0
0 0 0 0 21 0
23 0
7:30 AM 0 0 0 0 2 5 0
0 13 0 0 0 00 9 0 0 1 0
0 0 0 19 0
7:15 AM 0 0 0 0
0 0 0 0 12 07:00 AM 0 0 0 0 1 6 0

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Driveway John Muir Pkwy Bayfront Blvd Driveway 15-min
Total

UT LT TH RT
Date: 05/23/2024
Peak Hour Count Period: 7:00 AM 9:00 AM
SB - -
TOTAL 6.5% 0.84
TH RT
WB 11.8% 0.77
NB 4.1% 0.88
Peak Hour: 7:15 AM 8:15 AM
HV %: PHF
EB - -
0 0
0 0
0 0
0 0
0 0
0 0
7 15
37 5
N
Bayfront Blvd
John Muir Pkwy
John Muir PkwyBayfront Blvd
Driveway
Driveway
108TEV:

0.84PHF: 0
0 0
0 0
0 0
0 32
34 75
2 73
0 0
74 33
1 0
0 0
0 0
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 0 0
0 0 0
0 0 0
0 0 0
000 0 0 0
000 0 0 0
0000
0 0
0 00
0 THLT
00000000
0 00
0 0
0 0 0
0 0 0
0 THLT
00 0 0 00 0
1 000 0 1
0 0
0 0
Peak Hour
0 0Count Total
0 1000 00 0 0 0
0 1
8:45 AM
0 0 0 0
1 8:30 AM
11 0 0 00 0
0 0
8:15 AM
0 0 0
0 0 0
0 0 0
0 0 0
0 8:00 AM
000 0
0 0
7:45 AM
0 0 0 0
0 7:30 AM
00 0 0 00 07:15 AM 0
0 0
0 0 0
0 07:00 AM
RT
7 0
Interval
Start
Driveway John Muir Pkwy Bayfront Blvd Driveway
15-min
Total
Rolling
One Hour
0 3 0 0 0 00 4 0 0 0 0

RTTHLT RTTHLTRT
0 0 0 13 0
Peak Hour 0 0 0 0
0 0 0 0 5 0Count Total 0 0 0 0 0 8 0
1 50 0 0 0 0 00 1 0 0 0 0
0 0 0 0 6
8:45 AM 0 0 0 0
0 0 0 0 0 0
2 7
8:30 AM 0 0 0 0 0 0 0
0 1 0 0 0 00 1 0 0 0 0
0 0 0 2 7
8:15 AM 0 0 0 0
0 0 0 0 0 0
2 8
8:00 AM 0 0 0 0 0 2 0
0 1 0 0 0 00 1 0 0 0 0
0 0 0 1 0
7:45 AM 0 0 0 0
0 0 0 0 1 0
2 0
7:30 AM 0 0 0 0 0 0 0
0 1 0 0 0 00 1 0 0 0 0
0 0 0 3 0
7:15 AM 0 0 0 0
0 0 0 0 1 0
TH RT
7:00 AM 0 0 0 0 0 2 0

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Driveway John Muir Pkwy Bayfront Blvd Driveway
15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
18 17
6 20
20 10
23 17
131
70144 0 7 4 32 20
30 40
Peak Hour 0 3 4 0 7 0 3
3 6 2 11 8 53Count Total 0 8 7 0 15 0
8 4 20 2 1 0 3 35:45 PM 0 1 1 0 2
0 1 0 12 7 4
3 5:30 PM 0 1 1 0 2 0 1 0
1 0 1 1 4 2
7 5
5:15 PM 0 1 1 0 2 0 0
0 2 0 2 0 8
6 2 12
5:00 PM 0 0 1 0 1 0
0 0 2 1 3 0
4 0 2
3 4:30 PM 0 1 0 0 1 0 0 0
0 0 0 3 4 7
0 1 0
EB WB NB SB Total East
4:45 PM 0 2 1 0 3
0 0 0
0% - -HV% - - - - 0%
1 9
4:15 PM 0 1 2 0 3 0 0
0 0 1 1 1 7
West North South
4:00 PM 0 1 0
3 0 0 70 0 0 00 5 53 0 0 2
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
6% - - - - 5%6% - -
Peak
Hour
All 0 0 0
0 2 0 0 121 0
0 0 0 0 7 00 0 0 0 0 4
0 130 0
HV 0 0 0 0 0
Count Total 0 0 0 0 13 102 0 0 0 0 238 0
33 1300 15 0 0 0 03 15 0 0 0 0
0 0 0 33 123
5:45 PM 0 0 0 0
0 2 0 0 23 0
29 121
5:30 PM 0 0 0 0 0 8 0
0 17 0 0 0 00 12 0 0 0 0
0 0 0 35 114
5:15 PM 0 0 0 0
0 0 0 0 15 0
26 108
5:00 PM 0 0 0 0 2 18 0
0 12 0 0 0 02 12 0 0 0 0
0 0 0 31 0
4:45 PM 0 0 0 0
0 0 0 0 14 0
22 0
4:30 PM 0 0 0 0 2 15 0
0 14 0 0 0 02 6 0 0 0 0
0 0 0 29 0
4:15 PM 0 0 0 0
0 0 0 0 11 04:00 PM 0 0 0 0 2 16 0

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Driveway John Muir Pkwy Bayfront Blvd Driveway 15-min
Total

UT LT TH RT
Date: 05/23/2024
Peak Hour Count Period: 4:00 PM 6:00 PM
SB - -
TOTAL 5.4% 0.93
TH RT
WB 5.2% 0.73
NB 5.6% 0.72
Peak Hour: 5:00 PM 6:00 PM
HV %: PHF
EB - -
0 0
0 0
0 0
1 3
0 1
0 2
20 14
32 4
N
Bayfront Blvd
John Muir Pkwy
John Muir PkwyBayfront Blvd
Driveway
Driveway
130TEV:

0.93PHF: 0
0 0
0 0
0 0
0 53
58 75
5 70
0 0
72 55
2 0
0 0
0 0
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 1 0
0 0 0
0 0 1
2 0 0
000 2 0 1
000 2 0 1
0000
0 0
0 00
0 THLT
01000000
0 00
0 0
0 0 0
0 0 0
0 THLT
71 0 0 00 3
11 000 4 2
0 0
0 0
Peak Hour
0 2Count Total
0 7310 00 0 0 0
1 7
5:45 PM
0 0 0 0
6 5:30 PM
10 0 0 00 1
2 5
5:15 PM
0 2 0
0 0 0
0 0 0
0 0 0
4 5:00 PM
310 1
0 0
4:45 PM
0 0 0 0
0 4:30 PM
00 0 0 00 04:15 PM 0
0 0
0 0 0
1 04:00 PM
RT
7 0
Interval
Start
Driveway John Muir Pkwy Bayfront Blvd Driveway
15-min
Total
Rolling
One Hour
0 4 0 0 0 00 3 0 0 0 0

RTTHLT RTTHLTRT
0 0 0 15 0
Peak Hour 0 0 0 0
0 0 0 0 7 0Count Total 0 0 0 0 0 8 0
2 70 1 0 0 0 00 1 0 0 0 0
0 0 0 2 8
5:45 PM 0 0 0 0
0 0 0 0 1 0
2 7
5:30 PM 0 0 0 0 0 1 0
0 1 0 0 0 00 1 0 0 0 0
0 0 0 1 8
5:15 PM 0 0 0 0
0 0 0 0 1 0
3 8
5:00 PM 0 0 0 0 0 0 0
0 1 0 0 0 00 2 0 0 0 0
0 0 0 1 0
4:45 PM 0 0 0 0
0 0 0 0 0 0
3 0
4:30 PM 0 0 0 0 0 1 0
0 2 0 0 0 00 1 0 0 0 0
0 0 0 1 0
4:15 PM 0 0 0 0
0 0 0 0 0 0
TH RT
4:00 PM 0 0 0 0 0 1 0

UT LT TH RT UT LT
Northbound Southbound

Total
3 4
5 6
10 7
13 6
54 28180 0 1 5 1 4
10 35
Peak Hr 3 3 0 0 6 1 0
0 0 0 1 8 1Count Total 5 6 0 0 11 1
0 1 50 0 0 0 0 08:45 AM 0 1 0 0 1
0 0 2 0 0 11
5 8:30 AM 0 0 0 0 0 0 0 0
0 0 1 2 0 0
1 7
8:15 AM 1 1 0 0 2 1 0
0 0 0 0 1 1
0 2 3
8:00 AM 1 1 0 0 2 0
0 0 0 0 0 1
0 1 3
0 7:30 AM 1 0 0 0 1 0 0 0
0 0 0 0 0 4
0 2 0
EB WB NB SB Total East
7:45 AM 0 1 0 0 1
0 0 1
- - -HV% - 0% 3% - -
1 1
7:15 AM 1 1 0 0 2 0 0
0 0 0 0 1 0
West North South
7:00 AM 1 1 0
0 0 0 0 1 39 00 0 0 44 10 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- 0% 0% - 0% 3%- 7% 0%
Peak
Hour
All 0 2 94
18 0 0 0 0 2
0 0 0 0 6 03 0 0 0 0 0
1 191 0
HV 0 0 3 0 0
Count Total 0 2 172 0 0 0 84 61 0 1 340 0
40 1710 0 0 2 0 00 0 13 3 0 0
8 0 0 49 188
8:45 AM 0 0 22 0
5 0 0 0 0 1
33 191
8:30 AM 0 0 22 0 0 0 13
0 0 0 8 0 00 0 12 1 0 0
9 0 0 49 188
8:15 AM 0 1 11 0
3 0 0 0 0 1
57 169
8:00 AM 0 1 26 0 0 0 9
0 0 0 11 0 00 0 14 3 0 0
11 0 1 52 0
7:45 AM 0 0 29 0
3 0 0 0 0 0
30 0
7:30 AM 0 0 28 0 0 0 9
0 0 0 5 0 00 0 8 0 0 0
7 0 0 30 0
7:15 AM 0 0 17 0
0 0 0 0 0 07:00 AM 0 0 17 0 0 0 6
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Bayfront Apartments Driveway 15-min
Total

UT LT TH RT
SB 0.0% 0.85
TOTAL 3.1% 0.84

TH RTUT LT TH RT UT LT
WB 5.6% 0.79
NB - -
Peak Hour: 7:30 AM 8:30 AM
HV %: PHF
EB 3.1% 0.83
Date: 05/23/2024
Peak Hour Count Period: 7:00 AM 9:00 AM
0 1
0 0
0 0
4 18
1 5
N
Bayfront Apartments Driveway
John Muir Pkwy
John Muir Pkwy
Bayfront
Apartments
Driveway
John Muir Pkwy
191TEV:

0.84PHF: 1
39 41
13 1
10 44 54
133
0 94
296
45 0
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 00 0 0 0 0 0Peak Hour 1 0 0 0 0
0 0 0 0 1 0Count Total 1 0 0 0 0 0 0 0
10 0 0 0 0 0
0 1
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 1 1
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 08:15 AM 1 0 0 0 0
0 0 0 0 0 0
0 8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0

TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
6 0
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Bayfront Apartments Driveway 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 3 0 0 0
0 0 0 11 0
Peak Hour 0 0 3 0
0 0 0 0 0 0Count Total 0 0 5 0 0 0 6
1 50 0 0 0 0 00 0 1 0 0 0
0 0 0 0 5
8:45 AM 0 0 0 0
0 0 0 0 0 0
2 6
8:30 AM 0 0 0 0 0 0 0
0 0 0 0 0 00 0 1 0 0 0
0 0 0 2 6
8:15 AM 0 0 1 0
0 0 0 0 0 0
1 6
8:00 AM 0 0 1 0 0 0 1
0 0 0 0 0 00 0 1 0 0 0
0 0 0 1 0
7:45 AM 0 0 0 0
0 0 0 0 0 0
2 0
7:30 AM 0 0 1 0 0 0 0
0 0 0 0 0 00 0 1 0 0 0
0 0 0 2 0
7:15 AM 0 0 1 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 1 0 0 0 1

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Bayfront Apartments Driveway 15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
2 5
8 9
4 6
6 14
54 26110 0 1 6 4 5
14 20
Peak Hr 4 4 0 1 9 1 0
0 0 2 3 10 10Count Total 6 7 0 1 14 1
3 3 70 0 0 2 2 15:45 PM 1 1 0 0 2
0 0 1 2 2 1
1 5:30 PM 1 0 0 0 1 0 0 0
0 0 0 0 1 4
1 2
5:15 PM 0 1 0 0 1 0 0
0 0 0 1 1 0
1 0 4
5:00 PM 1 0 0 0 1 1
0 0 0 0 0 4
2 3 2
3 4:30 PM 0 1 0 0 1 0 0 0
0 0 0 0 1 1
0 1 0
EB WB NB SB Total East
4:45 PM 1 2 0 1 4
0 0 1
- - -HV% - 33% 4% - -
0 0
4:15 PM 2 1 0 0 3 0 0
0 0 0 0 2 0
West North South
4:00 PM 0 1 0
0 0 0 0 1 17 00 0 0 70 33 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- 0% 6% - 0% 5%- 6% 0%
Peak
Hour
All 0 3 71
50 0 0 0 0 1
0 1 0 0 9 04 0 0 0 0 0
3 198 0
HV 0 1 3 0 0
Count Total 2 7 141 0 0 0 138 32 0 7 378 0
49 1850 0 0 2 0 10 0 21 3 0 0
7 0 0 47 185
5:45 PM 0 1 21 0
6 0 0 0 0 0
37 189
5:30 PM 0 1 22 0 0 0 11
0 0 0 1 0 00 0 15 4 0 0
2 0 1 52 198
5:15 PM 1 0 16 0
10 0 0 0 0 0
49 193
5:00 PM 0 1 19 0 0 0 19
0 0 1 6 0 00 0 19 5 0 0
6 0 1 51 0
4:45 PM 0 0 18 0
7 0 0 0 0 0
46 0
4:30 PM 0 1 16 0 0 0 20
0 0 0 3 0 10 0 12 11 0 0
5 0 3 47 0
4:15 PM 0 1 18 0
4 0 0 0 0 04:00 PM 1 2 11 0 0 0 21
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Bayfront Apartments Driveway 15-min
Total

UT LT TH RT
SB 4.8% 0.75
TOTAL 4.5% 0.95

TH RTUT LT TH RT UT LT
WB 3.9% 0.89
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 5.4% 0.93
Date: 05/23/2024
Peak Hour Count Period: 4:00 PM 6:00 PM
1 0
0 0
0 0
5 11
4 6
N
Bayfront Apartments Driveway
John Muir Pkwy
John Muir Pkwy
Bayfront
Apartments
Driveway
John Muir Pkwy
198TEV:

0.95PHF: 3
17 21
37 1
33 70 103
88 0
71 374
73 0
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 00 0 0 0 0 0Peak Hour 0 1 0 0 0
0 1 0 1 3 0Count Total 0 1 0 0 0 0 0 0
30 0 1 0 1 2
0 1
5:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 1
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 05:15 PM 0 0 0 0 0
0 0 0 0 1 1
0 5:00 PM 0 1 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0

TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
9 0
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Bayfront Apartments Driveway 15-min
Total
Rolling
One HourEastbound
0 0 0 1 0 00 0 4 0 0 0
1 0 0 14 0
Peak Hour 0 1 3 0
0 0 0 0 0 0Count Total 0 1 5 0 0 0 7
2 50 0 0 0 0 00 0 1 0 0 0
0 0 0 1 7
5:45 PM 0 0 1 0
0 0 0 0 0 0
1 7
5:30 PM 0 0 1 0 0 0 0
0 0 0 0 0 00 0 1 0 0 0
0 0 0 1 9
5:15 PM 0 0 0 0
0 0 0 0 0 0
4 9
5:00 PM 0 0 1 0 0 0 0
0 0 0 1 0 00 0 2 0 0 0
0 0 0 1 0
4:45 PM 0 0 1 0
0 0 0 0 0 0
3 0
4:30 PM 0 0 0 0 0 0 1
0 0 0 0 0 00 0 1 0 0 0
0 0 0 1 0
4:15 PM 0 1 1 0
0 0 0 0 0 0
TH RT
4:00 PM 0 0 0 0 0 0 1

UT LT TH RT UT LT
Northbound Southbound

Total
2 3
4 4
8 7
8 11
47 27160 0 1 0 4 7
14 27
Peak Hr 2 3 0 1 6 1 0
0 0 0 1 0 6Count Total 6 7 0 1 14 1
0 3 80 0 0 0 0 08:45 AM 0 1 0 0 1
0 0 0 0 1 7
4 8:30 AM 1 0 0 0 1 0 0 0
0 0 1 0 1 2
2 4
8:15 AM 0 1 0 0 1 1 0
0 0 0 0 0 2
1 2 1
8:00 AM 1 1 0 0 2 0
0 0 0 0 0 0
1 1 2
0 7:30 AM 2 0 0 0 2 0 0 0
0 0 0 0 1 2
0 4 0
EB WB NB SB Total East
7:45 AM 0 1 0 1 2
0 0 0
- - -HV% - 0% 2% - 0%
1 1
7:15 AM 0 1 0 0 1 0 0
0 0 0 0 0 0
West North South
7:00 AM 2 2 0
0 0 0 0 0 24 00 3 0 61 14 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - 4% - 0% 3%- 5% 0%
Peak
Hour
All 0 1 129
22 0 0 0 0 0
0 1 0 0 6 03 0 0 0 0 0
2 234 0
HV 0 0 2 0 0
Count Total 0 4 231 0 4 0 103 38 0 4 406 0
50 2100 0 0 3 0 10 0 16 7 0 0
4 0 0 59 234
8:45 AM 0 2 21 0
2 0 0 0 0 0
42 228
8:30 AM 0 1 32 0 1 0 19
0 0 0 4 0 01 0 15 4 0 0
7 0 1 59 220
8:15 AM 0 0 18 0
7 0 0 0 0 0
74 196
8:00 AM 0 0 33 0 0 0 11
0 0 0 9 0 11 0 16 1 0 0
3 0 1 53 0
7:45 AM 0 0 46 0
0 0 0 0 0 0
34 0
7:30 AM 0 1 36 0 0 0 12
0 0 0 5 0 00 0 8 1 0 0
3 0 0 35 0
7:15 AM 0 0 20 0
0 0 0 0 0 07:00 AM 0 0 25 0 1 0 6
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Tioga Loop 15-min
Total

UT LT TH RT
SB 3.8% 0.65
TOTAL 2.6% 0.79

TH RTUT LT TH RT UT LT
WB 3.8% 0.89
NB - -
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 1.5% 0.71
Date: 05/23/2024
Peak Hour Count Period: 7:00 AM 9:00 AM
1 0
0 0
0 0
7 16
4 0
N
Tioga Loop
John Muir Pkwy
John Muir Pkwy
Tioga Loop
John Muir Pkwy
234TEV:

0.79PHF: 2
24 26
15 0
14 61 78
156
3 129
1130
63 0
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 00 0 0 0 0 0Peak Hour 0 1 0 0 0
0 0 0 0 1 0Count Total 0 1 0 0 0 0 0 0
10 0 0 0 0 0
0 1
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 1 1
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 08:15 AM 0 1 0 0 0
0 0 0 0 0 0
0 8:00 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
7:30 AM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 0
0 0 0 0 0 0

TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
6 0
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Tioga Loop
15-min
Total
Rolling
One HourEastbound
0 0 0 1 0 00 0 3 0 0 0
1 0 0 14 0
Peak Hour 0 0 2 0
0 0 0 0 0 0Count Total 0 0 6 0 0 0 7
1 50 0 0 0 0 00 0 1 0 0 0
0 0 0 1 6
8:45 AM 0 0 0 0
0 0 0 0 0 0
1 7
8:30 AM 0 0 1 0 0 0 0
0 0 0 0 0 00 0 1 0 0 0
0 0 0 2 7
8:15 AM 0 0 0 0
0 0 0 0 0 0
2 9
8:00 AM 0 0 1 0 0 0 1
0 0 0 1 0 00 0 1 0 0 0
0 0 0 2 0
7:45 AM 0 0 0 0
0 0 0 0 0 0
1 0
7:30 AM 0 0 2 0 0 0 0
0 0 0 0 0 00 0 1 0 0 0
0 0 0 4 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 2 0 0 0 2

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Tioga Loop
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
0 4
12 9
8 8
4 16
61 33150 0 0 0 5 13
26 24
Peak Hr 5 3 0 2 10 0 0
1 0 0 2 0 11Count Total 8 7 0 2 17 1
3 7 61 0 0 0 1 05:45 PM 1 1 0 0 2
0 0 0 3 0 1
2 5:30 PM 2 1 0 0 3 0 0 0
0 0 1 0 0 6
3 4
5:15 PM 0 1 0 0 1 0 1
0 0 0 0 0 1
0 3 6
5:00 PM 1 0 0 0 1 0
0 0 0 0 0 0
4 4 4
1 4:30 PM 1 1 0 0 2 0 0 0
0 0 0 0 0 3
0 1 0
EB WB NB SB Total East
4:45 PM 2 1 0 2 5
0 0 0
- - -HV% - 0% 6% - 0%
0 0
4:15 PM 1 1 0 0 2 0 0
0 0 0 0 0 0
West North South
4:00 PM 0 1 0
0 0 0 0 0 14 00 2 0 103 13 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
- - 7% - 50% 5%- 3% 0%
Peak
Hour
All 0 2 83
26 0 0 0 0 0
0 1 0 1 10 03 0 0 0 0 0
2 219 0
HV 0 0 5 0 0
Count Total 0 5 170 0 5 0 188 26 0 4 424 0
52 2060 0 0 2 0 01 0 24 1 0 0
7 0 1 54 205
5:45 PM 0 1 23 0
1 0 0 0 0 0
47 206
5:30 PM 0 0 28 0 1 0 16
0 0 0 1 0 00 0 20 5 0 0
1 0 0 53 219
5:15 PM 0 0 21 0
4 0 0 0 0 0
51 218
5:00 PM 0 1 18 0 0 0 29
0 0 0 3 0 10 0 24 4 0 0
3 0 1 55 0
4:45 PM 0 1 18 0
1 0 0 0 0 0
60 0
4:30 PM 0 0 23 0 1 0 26
0 0 0 7 0 01 0 24 4 0 0
2 0 1 52 0
4:15 PM 0 0 24 0
6 0 0 0 0 04:00 PM 0 2 15 0 1 0 25
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Tioga Loop 15-min
Total

UT LT TH RT
SB 12.5% 0.57
TOTAL 4.6% 0.91

TH RTUT LT TH RT UT LT
WB 2.5% 0.89
NB - -
Peak Hour: 4:15 PM 5:15 PM
HV %: PHF
EB 5.9% 0.89
Date: 05/23/2024
Peak Hour Count Period: 4:00 PM 6:00 PM
0 0
0 0
0 0
13 15
5 0
N
Tioga Loop
John Muir Pkwy
John Muir Pkwy
Tioga Loop
John Muir Pkwy
219TEV:

0.91PHF: 2
14 16
15 0
13 103 118
99 2
83 285
105
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 00 0 0 0 0 0Peak Hour 0 0 0 0 0
0 0 0 0 2 0Count Total 1 0 0 0 1 0 0 0
20 0 0 0 0 1
0 1
5:45 PM 1 0 0 0 0 0 0
0 0 0 0 0 0
0 1 1
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 05:15 PM 0 0 0 0 1
0 0 0 0 0 0
0 5:00 PM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:15 PM 0 0 0 0 0
0 0 0 0 0 0

TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
10 0
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Tioga Loop
15-min
Total
Rolling
One HourEastbound
0 0 0 1 0 10 0 3 0 0 0
1 0 1 17 0
Peak Hour 0 0 5 0
0 0 0 0 0 0Count Total 0 0 8 0 0 0 7
2 70 0 0 0 0 00 0 1 0 0 0
0 0 0 3 10
5:45 PM 0 0 1 0
0 0 0 0 0 0
1 9
5:30 PM 0 0 2 0 0 0 1
0 0 0 0 0 00 0 1 0 0 0
0 0 0 1 10
5:15 PM 0 0 0 0
0 0 0 0 0 0
5 10
5:00 PM 0 0 1 0 0 0 0
0 0 0 1 0 10 0 1 0 0 0
0 0 0 2 0
4:45 PM 0 0 2 0
0 0 0 0 0 0
2 0
4:30 PM 0 0 1 0 0 0 1
0 0 0 0 0 00 0 1 0 0 0
0 0 0 1 0
4:15 PM 0 0 1 0
0 0 0 0 0 0
TH RT
4:00 PM 0 0 0 0 0 0 1

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
John Muir Pkwy John Muir Pkwy N/A Tioga Loop
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected]

Appendix D: Intersection LOS
Worksheets

HCM 6th TWSC Existing AM
2: John Muir Pkwy & Bayfront Apartments Dwy 06/26/2024
AM 10:57 am 06/17/2024 Baseline Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 2.2
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 2 66 48 12 38 0
Future Vol, veh/h 2 66 48 12 38 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 100 100 90 100 100 90
Heavy Vehicles, % 0 0 2 2 2 2
Mvmt Flow 2 66 53 12 38 0

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 65 0 - 0 129 59
Stage 1 - - - - 59 -
Stage 2 - - - - 70 -
Critical Hdwy 4.1 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.318
Pot Cap-1 Maneuver 1550 - - - 865 1007
Stage 1 - - - - 964 -
Stage 2 - - - - 953 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1550 - - - 864 1007
Mov Cap-2 Maneuver - - - - 864 -
Stage 1 - - - - 963 -
Stage 2 - - - - 953 -

Approach SE NW SW
HCM Control Delay, s 0.2 0 9.4

HCM LOS A

Minor Lane/Major Mvmt NWT NWR SEL SETSWLn1
Capacity (veh/h) - - 1550 - 864
HCM Lane V/C Ratio - - 0.001 - 0.044
HCM Control Delay (s) - - 7.3 0 9.4
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0 - 0.1
HCM 6th TWSC Existing PM
2: John Muir Pkwy & Bayfront Apartments Dwy 06/26/2024
PM 12:14 pm 06/21/2024 Synchro 11 Report

Page 1 ends

Intersection
Int Delay, s/veh 1.1
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 4 68 70 33 18 3
Future Vol, veh/h 4 68 70 33 18 3
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 100 100 90 100 100 90
Heavy Vehicles, % 0 0 2 2 2 2
Mvmt Flow 4 68 78 33 18 3

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 111 0 - 0 171 95
Stage 1 - - - - 95 -
Stage 2 - - - - 76 -
Critical Hdwy 4.1 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.318
Pot Cap-1 Maneuver 1492 - - - 819 962
Stage 1 - - - - 929 -
Stage 2 - - - - 947 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1492 - - - 817 962
Mov Cap-2 Maneuver - - - - 817 -
Stage 1 - - - - 926 -
Stage 2 - - - - 947 -

Approach SE NW SW
HCM Control Delay, s 0.4 0 9.4

HCM LOS A

Minor Lane/Major Mvmt NWT NWR SEL SETSWLn1
Capacity (veh/h) - - 1492 - 837
HCM Lane V/C Ratio - - 0.003 - 0.025
HCM Control Delay (s) - - 7.4 0 9.4
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0 - 0.1
HCM 6th AWSC Existing + Project AM
1: John Muir Pkwy & Bayfront Blvd 06/26/2024
AM 10:57 am 06/17/2024 Baseline Synchro 11 Report

Page 1 ends

Intersection
Intersection Delay, s/veh 7.1
Intersection LOS A
Movement EBL EBR SEL SET SER NWL NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 0 68 0 17 1 48 6 4 12 2
Future Vol, veh/h 0 68 0 17 1 48 6 4 12 2
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Heavy Vehicles, % 0 2 0 2 2 2 2 2 2 2
Mvmt Flow 0 68 0 17 1 48 7 4 12 2
Number of Lanes 1 0 0 1 0 0 1 0 1 0
Approach EB SE NW SW
Opposing Approach NW SE
Opposing Lanes 0 1 1 0
Conflicting Approach Left SE SW EB NW
Conflicting Lanes Left 1 1 1 1
Conflicting Approach Right NW EB SW EB
Conflicting Lanes Right 1 1 1 1
HCM Control Delay 6.7 7.2 7.5 7.3

HCM LOS A A A A

Lane NWLn1 EBLn1 SELn1 SWLn1
Vol Left, % 83% 0% 0% 86%
Vol Thru, % 10% 0% 94% 0%
Vol Right, % 7% 100% 6% 14%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 58 68 18 14
LT Vol 48 0 0 12
Through Vol 6 0 17 0
RT Vol 4 68 1 2
Lane Flow Rate 59 68 18 14
Geometry Grp 1 1 1 1
Degree of Util (X) 0.069 0.065 0.02 0.016
Departure Headway (Hd) 4.213 3.442 4.086 4.204
Convergence, Y/N Yes Yes Yes Yes
Cap 851 1034 874 847
Service Time 2.234 1.486 2.119 2.25
HCM Lane V/C Ratio 0.069 0.066 0.021 0.017
HCM Control Delay 7.5 6.7 7.2 7.3
HCM Lane LOS A A A A
HCM 95th-tile Q 0.2 0.2 0.1 0
HCM 6th TWSC Existing + Project AM
2: John Muir Pkwy & Bayfront Apartments Dwy 06/26/2024
AM 10:57 am 06/17/2024 Baseline Synchro 11 Report

Page 2 ends

Intersection
Int Delay, s/veh 2.2
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 2 95 58 16 50 0
Future Vol, veh/h 2 95 58 16 50 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 100 100 90 100 100 90
Heavy Vehicles, % 0 0 2 2 2 2
Mvmt Flow 2 95 64 16 50 0

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 80 0 - 0 171 72
Stage 1 - - - - 72 -
Stage 2 - - - - 99 -
Critical Hdwy 4.1 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.318
Pot Cap-1 Maneuver 1531 - - - 819 990
Stage 1 - - - - 951 -
Stage 2 - - - - 925 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1531 - - - 818 990
Mov Cap-2 Maneuver - - - - 818 -
Stage 1 - - - - 950 -
Stage 2 - - - - 925 -

Approach SE NW SW
HCM Control Delay, s 0.2 0 9.7

HCM LOS A

Minor Lane/Major Mvmt NWT NWR SEL SETSWLn1
Capacity (veh/h) - - 1531 - 818
HCM Lane V/C Ratio - - 0.001 - 0.061
HCM Control Delay (s) - - 7.4 0 9.7
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0 - 0.2
HCM 6th AWSC Existing + Project PM
1: John Muir Pkwy & Bayfront Blvd 06/26/2024
PM 12:14 pm 06/21/2024 Synchro 11 Report

Page 1 ends

Intersection
Intersection Delay, s/veh 7.4
Intersection LOS A
Movement EBL EBR SEL SET SER NWL NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 2 72 0 12 0 73 18 13 8 1
Future Vol, veh/h 2 72 0 12 0 73 18 13 8 1
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Heavy Vehicles, % 0 2 0 2 2 2 2 2 2 2
Mvmt Flow 2 72 0 12 0 73 20 13 8 1
Number of Lanes 1 0 0 1 0 0 1 0 1 0
Approach SE NW SW
Opposing Approach NW SE
Opposing Lanes 1 1 0
Conflicting Approach Left SW EB NW
Conflicting Lanes Left 1 1 1
Conflicting Approach Right EB SW EB
Conflicting Lanes Right 1 1 1
HCM Control Delay 7.3 7.8 7.4

HCM LOS A A A

Lane NWLn1 EBLn1 SELn1 SWLn1
Vol Left, % 70% 5% 0% 89%
Vol Thru, % 17% 0% 100% 0%
Vol Right, % 12% 95% 0% 11%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 104 76 12 9
LT Vol 73 4 0 8
Through Vol 18 0 12 0
RT Vol 13 72 0 1
Lane Flow Rate 106 76 12 9
Geometry Grp 1 1 1 1
Degree of Util (X) 0.122 0.076 0.014 0.011
Departure Headway (Hd) 4.158 3.587 4.164 4.31
Convergence, Y/N Yes Yes Yes Yes
Cap 863 987 855 822
Service Time 2.182 1.65 2.21 2.379
HCM Lane V/C Ratio 0.123 0.077 0.014 0.011
HCM Control Delay 7.8 6.9 7.3 7.4
HCM Lane LOS A A A A
HCM 95th-tile Q 0.4 0.2 0 0
HCM 6th TWSC Existing + Project PM
2: John Muir Pkwy & Bayfront Apartments Dwy 06/26/2024
PM 12:14 pm 06/21/2024 Synchro 11 Report

Page 2 ends

Intersection
Int Delay, s/veh 1.1
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 4 88 101 46 26 3
Future Vol, veh/h 4 88 101 46 26 3
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 100 100 90 100 100 90
Heavy Vehicles, % 0 0 2 2 2 2
Mvmt Flow 4 88 112 46 26 3

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 158 0 - 0 231 135
Stage 1 - - - - 135 -
Stage 2 - - - - 96 -
Critical Hdwy 4.1 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.318
Pot Cap-1 Maneuver 1434 - - - 757 914
Stage 1 - - - - 891 -
Stage 2 - - - - 928 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1434 - - - 755 914
Mov Cap-2 Maneuver - - - - 755 -
Stage 1 - - - - 888 -
Stage 2 - - - - 928 -

Approach SE NW SW
HCM Control Delay, s 0.3 0 9.9

HCM LOS A

Minor Lane/Major Mvmt NWT NWR SEL SETSWLn1
Capacity (veh/h) - - 1434 - 770
HCM Lane V/C Ratio - - 0.003 - 0.038
HCM Control Delay (s) - - 7.5 0 9.9
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0 - 0.1
HCM 6th AWSC Existing + Buildout AM
1: John Muir Pkwy & Bayfront Blvd 06/26/2024
AM 10:57 am 06/17/2024 Baseline Synchro 11 Report

Page 1 ends

Intersection
Intersection Delay, s/veh 10.2
Intersection LOS B
Movement EBL EBR SEL SET SER NWL NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 3 239 0 9 9 325 4 3 7 11
Future Vol, veh/h 3 239 0 9 9 325 4 3 7 11
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Heavy Vehicles, % 0 2 0 2 2 2 2 2 2 2
Mvmt Flow 3 239 0 9 9 325 4 3 7 11
Number of Lanes 1 0 0 1 0 0 1 0 1 0
Approach SE NW SW
Opposing Approach NW SE
Opposing Lanes 1 1 0
Conflicting Approach Left SW EB NW
Conflicting Lanes Left 1 1 1
Conflicting Approach Right EB SW EB
Conflicting Lanes Right 1 1 1
HCM Control Delay 7.8 11.4 8

HCM LOS A B A

Lane NWLn1 EBLn1 SELn1 SWLn1
Vol Left, % 98% 2% 0% 39%
Vol Thru, % 1% 0% 50% 0%
Vol Right, % 1% 98% 50% 61%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 332 244 18 18
LT Vol 325 5 0 7
Through Vol 4 0 9 0
RT Vol 3 239 9 11
Lane Flow Rate 332 244 18 18
Geometry Grp 1 1 1 1
Degree of Util (X) 0.435 0.287 0.023 0.024
Departure Headway (Hd) 4.713 4.237 4.607 4.789
Convergence, Y/N Yes Yes Yes Yes
Cap 761 847 773 745
Service Time 2.753 2.262 2.66 2.832
HCM Lane V/C Ratio 0.436 0.288 0.023 0.024
HCM Control Delay 11.4 9 7.8 8
HCM Lane LOS B A A A
HCM 95th-tile Q 2.2 1.2 0.1 0.1
HCM 6th TWSC Existing + Buildout AM
2: John Muir Pkwy & Bayfront Apartments Dwy 06/26/2024
AM 10:57 am 06/17/2024 Baseline Synchro 11 Report

Page 2 ends

Intersection
Int Delay, s/veh 1
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 2 253 332 15 45 0
Future Vol, veh/h 2 253 332 15 45 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 100 100 90 100 100 90
Heavy Vehicles, % 0 0 2 2 2 2
Mvmt Flow 2 253 369 15 45 0

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 384 0 - 0 634 377
Stage 1 - - - - 377 -
Stage 2 - - - - 257 -
Critical Hdwy 4.1 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.318
Pot Cap-1 Maneuver 1186 - - - 443 670
Stage 1 - - - - 694 -
Stage 2 - - - - 786 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1186 - - - 442 670
Mov Cap-2 Maneuver - - - - 442 -
Stage 1 - - - - 693 -
Stage 2 - - - - 786 -

Approach SE NW SW
HCM Control Delay, s 0.1 0 14.1

HCM LOS B

Minor Lane/Major Mvmt NWT NWR SEL SETSWLn1
Capacity (veh/h) - - 1186 - 442
HCM Lane V/C Ratio - - 0.002 - 0.102
HCM Control Delay (s) - - 8 0 14.1
HCM Lane LOS - - A A B
HCM 95th %tile Q(veh) - - 0 - 0.3
HCM 6th AWSC Existing + Buildout PM
1: John Muir Pkwy & Bayfront Blvd 06/26/2024
PM 12:14 pm 06/21/2024 Synchro 11 Report

Page 1 ends

Intersection
Intersection Delay, s/veh 22.3
Intersection LOS C
Movement EBL EBR SEL SET SER NWL NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 8 546 0 9 3 458 14 10 6 5
Future Vol, veh/h 8 546 0 9 3 458 14 10 6 5
Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00 1.00 Heavy Vehicles, % 0 2 0 2 2 2 2 2 2 2
Mvmt Flow 8 546 0 9 3 458 16 10 6 5
Number of Lanes 1 0 0 1 0 0 1 0 1 0
Approach SE NW SW
Opposing Approach NW SE
Opposing Lanes 1 1 0
Conflicting Approach Left SW EB NW
Conflicting Lanes Left 1 1 1
Conflicting Approach Right EB SW EB
Conflicting Lanes Right 1 1 1
HCM Control Delay 9.3 23.9 9.3

HCM LOS A C A

Lane NWLn1 EBLn1 SELn1 SWLn1
Vol Left, % 95% 3% 0% 55%
Vol Thru, % 3% 0% 75% 0%
Vol Right, % 2% 97% 25% 45%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 482 560 12 11
LT Vol 458 14 0 6
Through Vol 14 0 9 0
RT Vol 10 546 3 5
Lane Flow Rate 484 561 12 11
Geometry Grp 1 1 1 1
Degree of Util (X) 0.754 0.759 0.02 0.019
Departure Headway (Hd) 5.61 4.876 6.114 6.096
Convergence, Y/N Yes Yes Yes Yes
Cap 643 746 582 583
Service Time 3.653 2.876 4.191 4.174
HCM Lane V/C Ratio 0.753 0.752 0.021 0.019
HCM Control Delay 23.9 21.5 9.3 9.3
HCM Lane LOS C C A A
HCM 95th-tile Q 6.8 7.1 0.1 0.1
HCM 6th TWSC Existing + Buildout PM
2: John Muir Pkwy & Bayfront Apartments Dwy 06/26/2024
PM 12:14 pm 06/21/2024 Synchro 11 Report

Page 2 ends

Intersection
Int Delay, s/veh 0.6
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 4 557 479 43 24 3
Future Vol, veh/h 4 557 479 43 24 3
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 100 100 90 100 100 90
Heavy Vehicles, % 0 0 2 2 2 2
Mvmt Flow 4 557 532 43 24 3

Major/Minor Major1 Major2 Minor2
Conflicting Flow All 575 0 - 0 1119 554
Stage 1 - - - - 554 -
Stage 2 - - - - 565 -
Critical Hdwy 4.1 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.2 - - - 3.518 3.318
Pot Cap-1 Maneuver 1008 - - - 229 532
Stage 1 - - - - 575 -
Stage 2 - - - - 569 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1008 - - - 228 532
Mov Cap-2 Maneuver - - - - 228 -
Stage 1 - - - - 572 -
Stage 2 - - - - 569 -

Approach SE NW SW
HCM Control Delay, s 0.1 0 21.5

HCM LOS C

Minor Lane/Major Mvmt NWT NWR SEL SETSWLn1
Capacity (veh/h) - - 1008 - 245
HCM Lane V/C Ratio - - 0.004 - 0.112
HCM Control Delay (s) - - 8.6 0 21.5
HCM Lane LOS - - A A C
HCM 95th %tile Q(veh) - - 0 - 0.4

Hercules City CouncilSeptember 9, 2025

Hercules City Council
September 9, 2025