Page | 1
Memorandum
Date: February 13, 2026
To: Caroline Layden
From: Gary Black, AICP and Huy Tran, T.E.
Subject: Transportation Study for the Proposed Emblem Hercules Residential Development in Hercules, California
Hexagon Transportation Consultants, Inc. has completed a transportation study for the proposed Emblem Hercules residential development located at 625 Willow Avenue in Hercules, California. The study includes a Vehicle Miles Traveled (VMT) analysis to satisfy CEQA requirements, as well as an operations analysis for intersections in the immediate vicinity of the project site, a site access analysis, and an on-site circulation review.
The project site is generally bounded by Willow Avenue to the south, the eastbound I-80 off-ramp to the east and north, and the I-80 freeway to the west (see Figure 1). The proposed development includes 180 multi-family residential units on a currently vacant site. Vehicle access would be provided via a full- access driveway on Willow Avenue and a separate gated emergency access point located between this driveway and the I-80 off-ramp (see Figure 2). The project would also construct a marked mid-block crosswalk across Willow Avenue at the project driveway to provide a direct pedestrian connection to the Hercules Transit Center (see Figure 1). In addition, sidewalks would be constructed along the project’s Willow Avenue frontage extending to the San Pablo Avenue/Sycamore Avenue intersection to provide pedestrian access between the project site and nearby destinations.
Vehicle Miles Traveled
Under CEQA, transportation impacts are evaluated using VMT rather than roadway congestion or level of service. This change, required by Senate Bill 743, shifts the focus from reducing vehicle delay to reducing overall vehicle travel, greenhouse gas emissions, and automobile dependence in support of statewide climate and sustainability goals. Reducing VMT is intended to reduce greenhouse gas emissions, support sustainable land use patterns, and promote multimodal transportation options.
VMT measures the total miles traveled by personal motorized vehicles generated by a project on a typical weekday. Residential developments located near major transit stops, employment centers, and complementary land uses tend to generate fewer and shorter vehicle trips. Proximity to frequent transit services provides a convenient alternative to driving, encourages transit use, and reduces reliance on personal vehicles, thereby lowering VMT.
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 2
Figure 1
Project Site Location
80 4
Hercules
Willow Ave
Willow Ave
San Pablo Ave
San Pablo Ave
John Muir Pkwy
John Muir Pkwy
Sycamore AveSycamore Ave
Willow Ave
Willow Ave
Proj DW
Proj DW
Hercules
Transit Center
Hercules
Transit Center
1 2
= Study Intersection
= Site Location
LEGEND
X
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 3
Figure 2
Project Site Plan
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 4
VMT Analysis
Since the City of Hercules does not have an adopted VMT policy, the VMT analysis adheres to the guidance provided in the Contra Costa County Transportation Analysis Guidelines, dated June 23, 2020. These guidelines include a VMT screening criterion stating that residential projects located within ½ mile of an existing major transit stop are presumed to have a less-than-significant impact under CEQA and do not require further VMT analysis. The County guidelines reference a service frequency interval of 15 minutes or less for two intersecting bus routes based on Public Resources Code Section 21064.3. However, Assembly Bill 2553, signed into law in September 2024, amended this section by increasing the qualifying bus service frequency interval from 15 to 20 minutes during peak commute periods.
The project site is located within ½ mile of the Hercules Transit Center, which qualifies as a major transit stop because it is served by two or more colinear major bus routes, defined as routes that run along the same street or corridor in the same general direction for a meaningful segment, with headways of 20 minutes or less during peak commute periods. Pedestrians traveling between the project site and the transit center would cross Willow Avenue at the proposed mid-block crosswalk at the project driveway, proceed east along the south side of Willow Avenue, and then cross Willow Avenue at the existing marked crosswalk east of the I-80 northbound off-ramp and SR 4 eastbound on- ramp. This approximately ¼-mile route (see Figure 3) represents the shortest legal walking path and is considered an acceptable walking distance, as confirmed by the City.
Given that the project is located within ½ mile of a qualifying major transit stop, it is presumed to have a less-than-significant VMT impact under CEQA, and a project-level VMT analysis is not required.
Operations Analysis
This study includes an analysis of the following two intersections.
1. I-80 NB Off-Ramp/SR 4 EB On-Ramp and Willow Avenue
2. Project Driveway and Willow Avenue
Traffic conditions at both study intersections were analyzed for the weekday AM and PM peak hours.
The weekday AM peak hour of traffic is generally between 7:00 AM and 9:00 AM, and the weekday PM peak hour is typically between 4:00 PM and 6:00 PM. These periods represent the most congested traffic conditions on a typical weekday. The methodology and results of the analysis are discussed below.
Project Trip Generation, Distribution, and Assignment
The magnitude of traffic generated by a new development and the locations where that traffic would appear are estimated using a three-step process: (1) trip generation, (2) trip distribution, and (3) trip assignment. In determining project trip generation, the amount of traffic entering and exiting the site is estimated for the AM and PM peak hours. During the trip distribution step, an estimate is made regarding the directions from which and to which the project trips would travel. In the trip assignment step, the project trips are assigned to specific roadways and intersections within the study area. These procedures are further described in the following sections.
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 5
Figure 3
¼-Mile Walking Route between Project Site and Hercules Transit Center
~ 1/4-m
ile walking route
~ 1/4-m
ile walking route
Emblem Hercules Residential Development Transportation Study February 13, 2026 Page | 6
Trip Generation
Through empirical research, data have been collected to quantify the amount of traffic produced by various types of land uses. This research is compiled in the Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 11
th Edition (2021). The standard trip generation rates from this manual can be applied to predict future traffic increases resulting from a new development. The rates published for "Multifamily Housing (Low-Rise)" (ITE Land Use 220) were used to estimate the trips generated by the proposed residential project with three-story buildings. This land use category includes condominiums, as proposed by the project, in buildings with two or three floors and at least three dwelling units.
Additionally, the PM peak-hour trip estimates were based on ITE’s time-of-day distribution (see Attachment 1) to provide a conservative estimate of project trips.
Based on the recommended rates and the size of the proposed development, it is estimated that the project would generate 1,299 daily trips, with 79 trips (19 inbound and 60 outbound) occurring during the AM peak hour and 116 trips (73 inbound and 43 outbound) occurring during the PM peak hour (see Table 1).
Table 1
Project Trip Generation Estimates
Trip Distribution and Assignment
The directional distribution of site-generated traffic was forecasted based on existing travel patterns, the relative locations of complementary land uses in the area, and information from previous traffic studies conducted for nearby developments. The peak-hour trips associated with the proposed project were added to the transportation network in accordance with the distribution patterns discussed above (see Figure 4).
Traffic Volumes
Existing conditions are represented by traffic counts collected for the study intersections in September 2024. Project trips, as determined in the project trip assignment, were then added to the existing traffic volumes to obtain the existing plus project traffic volumes. The traffic counts are provided in Attachment 1, and the traffic volumes are shown in Figure 5 and tabulated in Attachment 2.
Proposed Land Use Rate 1 Trip Rate 1 In Out In Out Total Rate 2 In Out In Out Total Residential 180 Dwelling Units 6.828 1,229 0.437 24% 76% 19 60 79 0.647 63% 37% 73 43 116 Notes:
2Based on ITE's time of day distribution (see attachment). 1Equation trip generation rates per dwelling unit are based on the ITE's Trip Generation Manual, 11th Edition for Land Use Code 220 (Multifamily Housing (Low-Rise) in a General Urban/Suburban area.
Size
AM Peak Hour PM Peak Hour
Split Trips Split TripsDaily
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 7
Figure 4
Project Trip Distribution and Assignment
80 4
Hercules
Willow Ave
Willow Ave
San Pablo Ave
San Pablo Ave
John Muir Pkwy
John Muir Pkwy
Sycamore AveSycamore Ave
Willow Ave
Willow Ave
Proj DW
Proj DW
1 2
= Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
X
3(11)3(11)
7(29)7(29)
3(2)3(2)
9(6) 9(6) 9(33)9(33)
10(40)10(40)
48(34)48(34)
12(9)12(9)
1(4)1(4)
3(2)3(2)
2(7)2(7)
2(7)
2(7)
9(6)9(6)
3(11)3(11)
1(4)
1(4)
3(2)
3(2)
9(6) 9(6)
3(11)3(11)
4(14)
4(14)
12(9)
12(9)
24(17)
24(17)
7(29)
7(29)
3(2)
3(2)
5(18)5(18)
1(4)
1(4)
6(22)
6(22)
24(17)
24(17)
36(26)36(26)
12(9)12(9)
= Project Trip Distribution
Percentage
XX%XX%
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 8
Figure 5
Traffic Volumes
80 4
Hercules Existing Traffic VolumesExisting Traffic Volumes Project Trip AssignmentProject Trip Assignment Existing Plus Project Traffic VolumesExisting Plus Project Traffic Volumes 1 2
= Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
X
130(156)
41(78)
74(110)
19(12)
785(795)
115(188)
12 12
133(167)
50(84)
77(112)
19(12)
9(33)
115(188)
10(40)
785(795)
12 Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 9
Study Intersection Evaluation
Traffic operations at the study intersection and project driveway were evaluated based on level of service analysis, queuing analysis, peak-hour signal warrant analysis, left-turn warrant analysis, and sight distance analysis. Each analysis is described below.
Level of Service
Methodology
Traffic operations at the study intersections were evaluated using the latest Highway Capacity Manual, 7th Edition (HCM7), level of service (LOS) methodology with the latest Synchro software. For unsignalized intersections, the level of service is determined by the average control delay experienced by vehicles stopping at the intersection. The weighted average delay for the entire intersection and the corresponding LOS are reported for all-way stop-controlled intersections, while the worst movement delay and the corresponding LOS are reported for one-way stop-controlled intersections. The correlation between average delay and level of service for unsignalized intersections is shown in Table
2. Table 2
Unsignalized Intersection Level of Service Based on Average Delay
Level of Service Standard
Caltrans
Caltrans has established a level of service (LOS) standard between C and D for all its facilities.
Therefore, this study considers LOS C as the standard for the intersection of the I-80 NB Off-Ramp/SR 4 EB On-Ramp at Willow Avenue, which is under Caltrans' jurisdiction.
City of Hercules
The City of Hercules General Plan has established LOS D as the standard for Willow Avenue near the project site. The project driveway/Willow Avenue intersection is under the jurisdiction of the City of Hercules and is subject to the LOS D standard.
A Little or no traffic delay 10.0 or less
B Short traffic delays 10.1 to 15.0
C Average traffic delays 15.1 to 25.0
D Long traffic delays 25.1 to 35.0
E Very long traffic delays 35.1 to 50.0
F Extreme traffic delays greater than 50.0
Source: Transportation Research Board, Highway Capacity Manual, 7th Edition (Washington, D.C., 2022).
Level of Service Description Average Delay Per Vehicle (Sec.) Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 10
Level of Service Analysis
The results of the intersection level of service analysis (see Table 3 and Attachment 3) indicate that both study intersections are projected to operate at acceptable levels of service during both the AM and PM peak hours under existing plus project conditions, in accordance with the applicable level of service standards mentioned above.
Queuing Analysis
The queuing analysis is based on 95th percentile queue lengths from Synchro. The results show that the projected 95th percentile queue lengths at the study locations during both the AM and PM peak hours under existing plus project conditions could be accommodated within the existing or planned storage capacities (see Table 4 and Attachment 3).
Peak-Hour Signal Warrant Analysis
Traffic conditions at the unsignalized study intersections were assessed to determine if a traffic signal would be warranted based on the peak-hour volume signal warrant (Warrant #3) outlined in the 2014 California Manual on Uniform Traffic Control Devices (CA MUTCD). This method indicates whether current and projected peak-hour traffic levels would justify installing a traffic signal.
The peak-hour signal warrant analysis shows that projected traffic volumes during both the AM and PM peak hours under existing plus project conditions fall below the threshold warranting signalization at either study intersection. The peak-hour signal warrant checks are provided in Attachment 4.
Site Access
The project site would include two access points on Willow Avenue. The primary access, labeled “Drive A,” would be a full-access driveway approximately 26 feet wide, providing two-way circulation for vehicles entering and exiting the site. This driveway would serve as the main point of ingress and egress for residents and visitors. Adjacent to Drive A would be a drop-off/pick-up area in front of the clubhouse.
A secondary access point, labeled “Drive F,” would be located east of the full-access driveway, between Drive A and the I-80 northbound off-ramp. It would be gated and designated for emergency vehicle access only.
The project would construct a marked mid-block crosswalk across Willow Avenue at the project driveway, as well as sidewalks along its Willow Avenue frontage extending to the San Pablo Avenue/Sycamore Avenue intersection. The mid-block crosswalk would provide a direct pedestrian connection toward the Hercules Transit Center. After crossing at the project driveway, pedestrians would proceed east along the south side of Willow Avenue and use the existing marked crosswalk east of the I-80 northbound off-ramp and SR 4 eastbound on-ramp to access the transit center. The sidewalk improvements would also provide pedestrian access between the project site and nearby destinations.
Emblem Hercules Residential Development Transportation Study February 13, 2026 Page | 11
Table 3
Level of Service Analysis Summary
Table 4
Queuing Analysis Summary
LOS Peak Count Delay 1 Delay1 Change in
# Intersection Jurisdiction Standard Control Hour Date (sec) LOS (sec) LOS Delay AM 09/10/24 9.2 A 9.2 A 0.0
PM 09/10/24 9.6 A 9.7 A 0.1
AM 09/10/24 -- -- 15.4 C --
PM 09/10/24 -- -- 15.0 C --
Notes:
1 The reported delay and level of service for an all-way stop-controlled intersection correspond to the weighted average delay of the entire intersection.
The reported delay and level of service for a one-way stop-controlled intersection correspond to the movement with the highest (worst) delay.
AWSC = all-way stop-control and OWSC = one-way stop-control 2 1
Existing plus ProjectExisting
AWSC
OWSC
C
D
Caltrans
Hercules
I-80 NB Off-Ramp/SR 4 EB On-Ramp and
Willow Avenue
Project Driveway and Willow Avenue
Peak
# Intersection Hour EBL SBL SB EBL SBL EBL SBL SB
AM 100 200 -- 25 25 25 25 --
PM 100 200 -- 25 50 25 50 --
AM 125 -- 125 -- -- 25 -- 25
PM 125 -- 125 -- -- 25 -- 25
Notes:
EBL = eastbound left; WB = westbound, SBL = southbound, and SB = southbound 1Assumed 25 feet per vehicle
I-80 NB Off-Ramp/SR 4 EB On-
Ramp and Willow Avenue1
2 Project Driveway and Willow
Avenue
95th Percentile Queue Length (feet) 1
Existing Existing Plus ProjectStorage Capacity (feet)
Emblem Hercules Residential Development Transportation Study February 13, 2026 Page | 12
Operations at Main Project Driveway
The projected maximum number of peak-hour trips at the main project driveway is shown in Figure 3 and summarized as follows: 60 outbound trips during the AM peak hour and 73 inbound trips during the PM peak hour, equating to approximately one trip per minute during peak hours. Given the modest number of project trips at the driveway and the availability of sufficient gaps on Willow Avenue, the project driveway is expected to operate acceptably during peak hours. Therefore, stop control at the driveway should be adequate to ensure smooth traffic operations, as already shown on the site plan.
Peak-Hour Left-Turn Warrant Analysis
A left-turn lane warrant analysis was conducted at the proposed Project Driveway/Willow Avenue T- intersection to determine whether a separate left-turn lane from eastbound Willow Avenue would be necessary to safely and efficiently accommodate project traffic. Based on the AASHTO's A Policy on Geometric Design of Highways and Streets (2018), the analysis indicates that the projected 28 eastbound left turns into the driveway during the PM peak hour under existing plus project conditions would warrant a separate left-turn lane. This is because the major road volume on Willow Avenue is projected to exceed 150 vehicles per hour per lane at this intersection, meeting the AASHTO guidelines for providing a separate left-turn lane (see Figure 6).
Willow Avenue is approximately 50 feet wide, including shoulders, at the project driveway. The site plan already proposes widening Willow Avenue to accommodate a four-lane cross-section with shoulders and includes a separate eastbound left-turn lane at the proposed Project Driveway/Willow Avenue T- intersection. This configuration is expected to safely and efficiently accommodate project traffic.
Figure 6
AASHTO Left-Turn Lane Warrant Guidelines for T-Intersections
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 13
Sight Distance Analysis
Adequate sight distance at the main project driveway must be provided according to the Caltrans Highway Design Manual to reduce collision risks and ensure safe access. Sufficient sight distance allows drivers to safely exit driveways and identify appropriate gaps in traffic. The minimum acceptable sight distance is typically defined as the stopping sight distance, which varies based on roadway speeds. In the project vicinity, Willow Avenue has a posted speed limit of 35 mph. Since speed limits are often based on the 85
th percentile speed, which may be slightly higher than the posted limit, a speed of 40 mph was used to evaluate the stopping sight distance requirements more conservatively.
According to the Caltrans Highway Design Manual, the stopping sight distance for roadways operating at 40 mph is 300 feet.
To ensure safe access, drivers exiting the main project driveway would need a clear line of sight of at least 300 feet in both directions on Willow Avenue. Field observations and the site plan confirmed that these sight distances would be met, providing drivers with the visibility needed to safely enter and exit the site. Any potential obstructions, such as landscaping or signage, would need to be carefully managed to prevent visibility issues at the driveway.
Recommendation: The site design must ensure that landscaping, signage, and other features along the main project frontage and entrance do not block sight distance.
On-Site Circulation
On-site vehicular circulation would be provided via a private internal roadway network that connects the full-access driveway at “Drive A” on Willow Avenue to the residential buildings, parking areas, and common amenities. The drive aisles are shown to be 26 feet wide, which would accommodate two-way traffic and provide direct access to surface parking spaces.
The site also includes two dead-end drive aisles at the termini of Drive F and Drive C, both of which lack dedicated turnaround areas. Dead-end aisles are generally undesirable, as vehicles entering these aisles and finding no available parking would be required to back out.
Recommendation: Turnaround areas should be provided at the termini of Drive F and Drive C to allow vehicles to safely perform a three-point turn if no parking spaces are available.
The site plan shows tandem parking spaces along the south side of the dead-end aisle at the terminus of Drive C. It is assumed these spaces are assigned to the same unit.
Emergency Vehicle Circulation
Emergency vehicle access to the project site would be provided via the main full-access driveway on Willow Avenue and a gated Emergency Vehicle Access (EVA) driveway located east of the main driveway. These two access points would connect to the internal private roadway network, allowing emergency vehicles to circulate throughout the site. The site plan indicates that the internal drive aisles would be 26 feet wide, which would be adequate to accommodate fire trucks and other emergency vehicles. Emergency vehicles would be able to reach all residential buildings; however, the dead-end aisle at the terminus of Drive C would not include a turnaround, requiring emergency vehicles to back out after entering this area. Despite this limitation, overall emergency access throughout the site would be considered adequate.
Emblem Hercules Residential Development Transportation Study February 13, 2026
Page | 14
In accordance with California Fire Code (CFC) Section 503.3 and California Vehicle Code (CVC) Section 22500.1, access roadways with an unobstructed width of less than 28 feet are required to have signs posted or curbs painted red with the words NO PARKING – FIRE LANE clearly marked. Since all project drive aisles would be 26 feet wide, this requirement would apply, and parking would need to be prohibited along the drive aisles except in designated parking spaces.
Recommendation: It is recommended that fire lane signage or red curb markings be installed along all drive aisles to comply with CFC §503.3 and CVC §22500.1, ensuring unobstructed emergency vehicle access throughout the site.
Garbage Pick-Up
The site plan indicates that garbage trucks would enter the project via the main driveway on Willow Avenue and proceed to the terminus of Drive D for trash pickup at the designated enclosure. The 26- foot-wide drive aisles would provide adequate clearance for garbage trucks to maneuver throughout the site, allowing for efficient access and circulation during collection operations.
Findings and Recommendations
The purpose of this transportation study was to evaluate the project’s VMT impact under CEQA and to review operations at the I-80 NB Off-Ramp/SR 4 EB On-Ramp and Willow Avenue and the Project Driveway/Willow Avenue intersections during the AM and PM peak hours under existing and existing plus project conditions, as well as site access and on-site circulation.
The VMT analysis determined that the project qualifies for a screening exemption because it is located within ½ mile of the Hercules Transit Center, which qualifies as a major transit stop with colinear bus headways of 20 minutes or less during peak commute periods. Therefore, the project is presumed to have a less-than-significant VMT impact.
The operations analysis showed that both study intersections would operate at acceptable levels during peak hours and would not require signalization, with projected queues accommodated within available storage. A separate eastbound left-turn lane at the project driveway would be warranted and is included in the site plan. Stopping sight distance would be adequate, and site access and on-site circulation would be generally acceptable, with minor improvements recommended for turnaround areas and compliance with fire lane access requirements. Based on these findings, the following recommendations are provided:
• Ensure that landscaping, signage, and other features do not obstruct the required stopping sight distance at the main project driveway.
• Provide turnaround areas at the termini of Drive F and Drive C to improve on-site circulation efficiency.
• Install fire lane signage or red curb markings along all drive aisles to comply with CFC §503.3 and CVC §22500.1, ensuring unobstructed emergency vehicle access throughout the site.
Attachments: Attachment 1 – Traffic Counts and Time-of-Day Trip Generations Attachment 2 – Volume Summary
Attachment 3 – Level of Service and Queuing Calculations Attachment 4 – Signal Warrant Checks
Embem Hercules Residential Development
Transportation Study
Attachments
February 13, 2026
Attachment 1
Traffic Counts
I-80/SR 4 RAMP I-80/SR 4 RAMPWILLOW AVE WILLOW AVE
(303) 216-2439
www.alltrafficdata.net
Location: 1 I-80/SR 4 RAMP & WILLOW AVE AM
Tuesday, September 10, 2024Date:
Peak Rolling Hour Flow Rates
Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles
Note: Total study counts contained in parentheses.
Peak Hour: 08:00 AM - 09:00 AM
Peak 15-Minutes: 08:00 AM - 08:15 AM
813 60
149
232
00 115
785
0.85 N
S
E W
0.89 0.77
0.00 0.83
(121)(1,311)
(286)
(400)
(1,314)
(238)
()()
655
0 158
19 130
0 0
74 41
0 0
00 0
0 0
WILLOW AVE
WILLOW AVE
I-80/SR 4 RAMP
I-80/SR 4 RAMP
0 5
4 0
N
S
E W
23 13
0 0
0 0
1 0
0 0
3 0
0 0
0 0
0 4
0 0
0 1
N
S
EW
1 0
1 3
1 2
1 0
0 0
0 0
Left Thru Right Total
EastboundInterval
Start Time
Rolling
Hour West East South North
Pedestrian Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 0 0 0 14 00 9 28 0 0 25 156 0 4 4 07580 1 0 79 7:15 AM 0 0 0 0 19 00 8 17 0 0 31 167 0 0 0 09200 4 0 88 7:30 AM 0 0 0 1 26 00 14 16 0 0 34 195 0 0 0 09970 7 0 97 7:45 AM 0 0 0 0 27 00 10 21 0 0 28 240 0 0 0 01,0680 7 0 147 8:00 AM 0 0 0 0 56 00 13 23 0 0 47 318 0 2 1 01,0770 6 0 173 8:15 AM 0 0 0 0 40 00 11 15 0 0 24 244 0 2 2 00 7 0 147 8:30 AM 0 0 0 0 36 00 6 21 0 0 42 266 0 0 0 00 0 0 161
8:45 AM 0 0 0 0 26 00 11 15 0 0 17 249 0 1 1 00 6 0 174 Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeft Thru RightU-Turn Left Thru RightU-TurnLeft Thru RightU-Turn Articulated Trucks 0 0 0 0 0 30 0 0 0 0 0 30 0 0 0
Lights 0 0 0 154 0 64440 61 0 0 113 17 1,0290 0 0 0
Mediums 0 0 0 4 0 81 13 0 0 17 2 450 0 0 0
Total 41 74 0 0 130 19 0 0 0 158 0 655 1,0770 0 0 0
I-80/SR 4 RAMP I-80/SR 4 RAMPWILLOW AVE WILLOW AVE
(303) 216-2439
www.alltrafficdata.net
Location: 1 I-80/SR 4 RAMP & WILLOW AVE PM
Tuesday, September 10, 2024Date:
Peak Rolling Hour Flow Rates
Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles
Note: Total study counts contained in parentheses.
Peak Hour: 05:00 PM - 06:00 PM
Peak 15-Minutes: 05:45 PM - 06:00 PM
834 88
168
307
00 188
795
0.94 N
S
EW
0.93 0.76
0.00 0.90
(187)(1,551)
(304)
(567)
(1,483)
(382)
()()
637
0 197
12 156
0 0
110
76 0
2 00
0 0
0 WILLOW AVE
WILLOW AVE
I-80/SR 4 RAMP
I-80/SR 4 RAMP
1 12
13 0
N
S
EW
48 49
0 1
0 0
1 0
0 0
2 0
0 0
0 0
0 2
0 0
0 0
N
S
EW
1 0
1 1
1 1
0 0
0 0
0 0
Left Thru Right Total
EastboundInterval
Start Time
Rolling
Hour West East South North
Pedestrian Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 0 0 0 40 01 26 26 0 0 30 272 0 3 3 01,0470 3 0 146 4:15 PM 0 0 0 0 45 00 24 30 0 0 46 291 0 0 0 01,0500 5 0 141 4:30 PM 0 0 0 0 35 01 17 27 0 0 29 245 0 2 2 01,0530 2 0 134 4:45 PM 0 0 0 1 34 01 18 23 0 0 18 239 0 4 4 01,1140 3 0 141 5:00 PM 0 0 0 0 39 01 19 26 0 0 32 275 0 3 3 01,1900 6 0 152 5:15 PM 0 0 0 0 48 01 12 24 0 0 53 294 0 7 7 00 2 0 154 5:30 PM 0 0 0 0 54 00 23 30 0 0 33 306 0 1 1 10 2 0 164 5:45 PM 0 0 0 0 56 00 22 30 0 0 38 315 0 1 2 00 2 0 167 Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeft Thru RightU-Turn Left Thru RightU-TurnLeft Thru RightU-Turn Articulated Trucks 0 0 0 1 0 11 0 0 0 0 0 30 0 0 0
Lights 0 0 0 191 0 63674 100 0 0 142 11 1,1562 0 0 0
Mediums 0 0 0 5 0 01 10 0 0 14 1 310 0 0 0
Total 76 110 0 0 156 12 0 0 0 197 0 637 1,1902 0 0 0
Land Use Code
Land Use
Subcategory
Setting
Time Period Hourly
# Data Sites Trips
based on
Time Total ITE hourly % 1,229 Daily
12:00 - 1:00 AM 0.7% 8
1:00 - 2:00 AM 0.4% 5
2:00 - 3:00 AM 0.4% 5
3:00 - 4:00 AM 0.4% 4
4:00 - 5:00 AM 0.9% 11
5:00 - 6:00 AM 1.6% 19
6:00 - 7:00 AM 4.2% 51
7:00 - 8:00 AM 6.5% 79 79 AM Peak Hour
8:00 - 9:00 AM 5.8% 72 of Adjacent Street Traffic
9:00 - 10:00 AM 3.9% 48 Between 7-9AM
10:00 - 11:00 AM 3.6% 44
11:00 - 12:00 PM 4.3% 53
12:00 - 1:00 PM 4.3% 53
1:00 - 2:00 PM 4.2% 52
2:00 - 3:00 PM 5.2% 65
3:00 - 4:00 PM 6.1% 75
4:00 - 5:00 PM 7.9% 97 98 PM Peak Hour
5:00 - 6:00 PM 9.5% 116 of Adjacent Street Traffic
6:00 - 7:00 PM 8.2% 101 Between 4-6PM
7:00 - 8:00 PM 6.4% 79
8:00 - 9:00 PM 5.9% 72
9:00 - 10:00 PM 4.4% 54
10:00 - 11:00 PM 3.5% 43
11:00 - 12:00 AM 1.9% 24
Total 100.0% 1,229
From Trip Gen Table
Hourly Distribution of Entering and Exiting Vehicle
Trips by Land Use
General Urban/Suburban
Not Close to Rail Transit
220
Multifamily Housing (Low-Rise)
Source: ITE Trip Generation Manual , 11th Edition
Weekday
6 % of 24-Hour Vehicle Trips
Attachment 2
Volume Summary
Intersection Volumes
AM Peak Hour
Int.#[Model#](Traffix#)[Synchro#] 1
Intersection Name: I-80 NB Off-Ramp/SR 4 EB On-Ramp and Willow Avenue Peak Hour:
AM
Count Date: 09/10/24
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 655 0 158 19 130 0 0 0 0 0 74 41 1,077 Proposed Project Trips 8 0 0 0 3 0 0 0 0 0 3 9 23
Existing Plus Project Conditions 663 0 158 19 133 0 0 0 0 0 77 50 1,100 Int.#[Model#](Traffix#)[Synchro#] 2
Intersection Name: Project Driveway and Willow Avenue
Peak Hour:
AM
Count Date: 09/10/24
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 0 0 0 0 785 0 0 0 0 0 115 0 900
Proposed Project Trips 48 0 12 10 0 0 0 0 0 0 0 9 79
Existing Plus Project Conditions 48 0 12 10 785 0 0 0 0 0 115 9 979 9/27/2025
Intersection Volumes
PM Peak Hour
Int.#[Model#](Traffix#)[Synchro#] 1
Intersection Name: I-80 NB Off-Ramp/SR 4 EB On-Ramp and Willow Avenue Peak Hour: PM
Count Date: 09/10/24
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 637 0 197 12 156 0 0 0 0 0 110 78 1,190 Proposed Project Trips 29 0 0 0 11 0 0 0 0 0 2 6 48
Existing Plus Project Conditions 666 0 197 12 167 0 0 0 0 0 112 84 1,238 Int.#[Model#](Traffix#)[Synchro#] 2
Intersection Name: Project Driveway and Willow Avenue
Peak Hour: PM
Count Date: 09/10/24
Movements
North Approach East Approach South Approach West Approach Scenario: RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 0 0 0 0 795 0 0 0 0 0 188 0 983
Proposed Project Trips 34 0 9 40 0 0 0 0 0 0 0 33 116
Existing Plus Project Conditions 34 0 9 40 795 0 0 0 0 0 188 33 1,099 9/27/2025
Attachment 3
Level of Service and Queuing Calculations
HCM 7th AWSC
1: Willow Avenue & I-80 NB Off-Ramp/SR 4 EB On-Ramp 05/23/2025 Existing AM Synchro 12 Report
Intersection
Intersection Delay, s/veh 9.2
Intersection LOS A
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 41 74 130 19 158 0
Future Vol, veh/h 41 74 130 19 158 0
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
H e a v y V e h i c l e s , % 444444
Mvmt Flow 48 87 153 22 186 0
Number of Lanes 111010
Approach EB WB SB
Opposing Approach WB EB
Opposing Lanes 1 2 0
Conflicting Approach Left SB WB
Conflicting Lanes Left 1 0 1
Conflicting Approach Right SB EB
Conflicting Lanes Right 0 1 2
HCM Control Delay, s/veh 8.8 9 9.6
H C M L O S AAA
Lane EBLn1 EBLn2 WBLn1 SBLn1
Vol Left, % 100% 0% 0% 100%
Vol Thru, % 0% 100% 87% 0%
Vol Right, % 0% 0% 13% 0%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 41 74 149 158
LT Vol 41 0 0 158
Through Vol 0 74 130 0
RT Vol 0 0 19 0
Lane Flow Rate 48 87 175 186
Geometry Grp 5 5 4a 2
Degree of Util (X) 0.076 0.126 0.226 0.254
Departure Headway (Hd) 5.705 5.202 4.645 4.917
Convergence, Y/N Yes Yes Yes Yes
Cap 628 689 773 731
Service Time 3.439 2.936 2.676 2.949
HCM Lane V/C Ratio 0.076 0.126 0.226 0.254
HCM Control Delay, s/veh 8.9 8.7 9 9.6
HCM Lane LOS AAAA
HCM 95th-tile Q 0.2 0.4 0.9 1
HCM 7th AWSC
1: Willow Avenue & I-80 NB Off-Ramp/SR 4 EB On-Ramp 05/23/2025 Existing Plus Project AM Synchro 12 Report
Intersection
Intersection Delay, s/veh 9.2
Intersection LOS A
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 50 77 133 19 158 0
Future Vol, veh/h 50 77 133 19 158 0
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
H e a v y V e h i c l e s , % 444444
Mvmt Flow 59 91 156 22 186 0
Number of Lanes 111010
Approach EB WB SB
Opposing Approach WB EB
Opposing Lanes 1 2 0
Conflicting Approach Left SB WB
Conflicting Lanes Left 1 0 1
Conflicting Approach Right SB EB
Conflicting Lanes Right 0 1 2
HCM Control Delay, s/veh 8.8 9.1 9.7
H C M L O S AAA
Lane EBLn1 EBLn2 WBLn1 SBLn1
Vol Left, % 100% 0% 0% 100%
Vol Thru, % 0% 100% 88% 0%
Vol Right, % 0% 0% 13% 0%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 50 77 152 158
LT Vol 50 0 0 158
Through Vol 0 77 133 0
RT Vol 0 0 19 0
Lane Flow Rate 59 91 179 186
Geometry Grp 5 5 4a 2
Degree of Util (X) 0.093 0.131 0.232 0.256
Departure Headway (Hd) 5.711 5.208 4.666 4.96
Convergence, Y/N Yes Yes Yes Yes
Cap 627 688 769 723
Service Time 3.448 2.944 2.7 2.994
HCM Lane V/C Ratio 0.094 0.132 0.233 0.257
HCM Control Delay, s/veh 9 8.7 9.1 9.7
HCM Lane LOS AAAA
HCM 95th-tile Q 0.3 0.4 0.9 1
HCM 7th AWSC
1: Willow Avenue & I-80 NB Off-Ramp/SR 4 EB On-Ramp 05/23/2025 Existing PM Synchro 12 Report
Intersection
Intersection Delay, s/veh 9.6
Intersection LOS A
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 78 110 156 12 197 0
Future Vol, veh/h 78 110 156 12 197 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
H e a v y V e h i c l e s , % 333333
Mvmt Flow 83 117 166 13 210 0
Number of Lanes 111010
Approach EB WB SB
Opposing Approach WB EB
Opposing Lanes 1 2 0
Conflicting Approach Left SB WB
Conflicting Lanes Left 1 0 1
Conflicting Approach Right SB EB
Conflicting Lanes Right 0 1 2
HCM Control Delay, s/veh 9.2 9.4 10.2
H C M L O S AAB
Lane EBLn1 EBLn2 WBLn1 SBLn1
Vol Left, % 100% 0% 0% 100%
Vol Thru, % 0% 100% 93% 0%
V o l R i g h t , % 0 %0 %7 %0 %
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 78 110 168 197
LT Vol 78 0 0 197
Through Vol 0 110 156 0
RT Vol 0 0 12 0
Lane Flow Rate 83 117 179 210
Geometry Grp 5 5 4a 2
Degree of Util (X) 0.133 0.171 0.239 0.295
Departure Headway (Hd) 5.773 5.269 4.815 5.067
Convergence, Y/N Yes Yes Yes Yes
Cap 620 679 743 706
Service Time 3.521 3.017 2.862 3.113
HCM Lane V/C Ratio 0.134 0.172 0.241 0.297
HCM Control Delay, s/veh 9.4 9.1 9.4 10.2
HCM Lane LOS AAAB
HCM 95th-tile Q 0.5 0.6 0.9 1.2
HCM 7th AWSC
1: Willow Avenue & I-80 NB Off-Ramp/SR 4 EB On-Ramp 09/27/2025 Existing Plus Project PM Synchro 12 Report
Intersection
Intersection Delay, s/veh 9.7
Intersection LOS A
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 84 112 167 12 197 0
Future Vol, veh/h 84 112 167 12 197 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
H e a v y V e h i c l e s , % 333333
Mvmt Flow 89 119 178 13 210 0
Number of Lanes 111010
Approach EB WB SB
Opposing Approach WB EB
Opposing Lanes 1 2 0
Conflicting Approach Left SB WB
Conflicting Lanes Left 1 0 1
Conflicting Approach Right SB EB
Conflicting Lanes Right 0 1 2
HCM Control Delay, s/veh 9.3 9.6 10.3
H C M L O S AAB
Lane EBLn1 EBLn2 WBLn1 SBLn1
Vol Left, % 100% 0% 0% 100%
Vol Thru, % 0% 100% 93% 0%
V o l R i g h t , % 0 %0 %7 %0 %
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 84 112 179 197
LT Vol 84 0 0 197
Through Vol 0 112 167 0
RT Vol 0 0 12 0
Lane Flow Rate 89 119 190 210
Geometry Grp 5 5 4a 2
Degree of Util (X) 0.144 0.175 0.256 0.298
Departure Headway (Hd) 5.787 5.283 4.831 5.115
Convergence, Y/N Yes Yes Yes Yes
Cap 617 677 741 700
Service Time 3.54 3.036 2.883 3.165
HCM Lane V/C Ratio 0.144 0.176 0.256 0.3
HCM Control Delay, s/veh 9.5 9.2 9.6 10.3
HCM Lane LOS AAAB
HCM 95th-tile Q 0.5 0.6 1 1.2
HCM 7th TWSC
2: Willow Avenue & Project Driveway 05/23/2025
Existing Plus Project AM Synchro 12 Report
Intersection
Int Delay, s/veh 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 9 115 785 10 12 48
Future Vol, veh/h 9 115 785 10 12 48
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 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 4 4 4 4 4 4
Mvmt Flow 11 135 924 12 14 56
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 935 0 - 0 1086 468
Stage 1 - - - - 929 -
Stage 2 - - - - 156 -
Critical Hdwy 4.16 - - - 6.66 6.96
Critical Hdwy Stg 1 - - - - 5.86 -
Critical Hdwy Stg 2 - - - - 5.46 -
Follow-up Hdwy 2.238 - - - 3.538 3.338
Pot Cap-1 Maneuver 720 - - - 222 538
Stage 1 - - - - 342 -
Stage 2 - - - - 866 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 720 - - - 219 538
Mov Cap-2 Maneuver - - - - 219 -
Stage 1 - - - - 337 -
Stage 2 - - - - 866 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0.73 0 15.4
HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (veh/h) 720 - - - 417
HCM Lane V/C Ratio 0.015 - - - 0.169
HCM Ctrl Dly (s/v) 10.1 - - - 15.4
HCM Lane LOS B - - - C
HCM 95th %tile Q(veh) 0 - - - 0.6
HCM 7th TWSC
2: Willow Avenue & Project Driveway 09/27/2025
Existing Plus Project PM Synchro 12 Report
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 33 188 795 40 9 34
Future Vol, veh/h 33 188 795 40 9 34
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 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 94 94 94 94 94 94
Heavy Vehicles, % 3 3 3 3 3 3
Mvmt Flow 35 200 846 43 10 36
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 888 0 - 0 1137 444
Stage 1 - - - - 867 -
Stage 2 - - - - 270 -
Critical Hdwy 4.145 - - - 6.645 6.945
Critical Hdwy Stg 1 - - - - 5.845 -
Critical Hdwy Stg 2 - - - - 5.445 -
Follow-up Hdwy 2.2285 - - - 3.5285 3.3285
Pot Cap-1 Maneuver 755 - - - 207 560
Stage 1 - - - - 371 -
Stage 2 - - - - 772 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 755 - - - 198 560
Mov Cap-2 Maneuver - - - - 198 -
Stage 1 - - - - 353 -
Stage 2 - - - - 772 -
Approach EB WB SB
HCM Ctrl Dly, s/v 1.49 0 15.02
HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1
Capacity (veh/h) 755 - - - 405
HCM Lane V/C Ratio 0.046 - - - 0.113
HCM Ctrl Dly (s/v) 10 - - - 15
HCM Lane LOS A - - - C
HCM 95th %tile Q(veh) 0.1 - - - 0.4
Attachment 4
Signal Warrant Checks
Emblem Hercules Residential Development Transportation Study 1 . I-80 NB Off-Ramp/SR 4 EB On-Ramp and Willow Avenue
Source: Figure 4C-3 of the Manual on Unifrom Traffic Control and Devices (MUTCD) from California Department of Transportation (Caltrans). * 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.
One
2 or
More
Major Street - Both Approaches Willow Avenue 264 279
Minor Street - Highest Approach I-80 NB Off-Ramp/SR 4 EB On-Ramp 158 158 No No
One
2 or
More
Major Street - Both Approaches Willow Avenue 356 375
Minor Street - Highest Approach I-80 NB Off-Ramp/SR 4 EB On-Ramp 197 197 No No
Approach
Lanes
Existing AM
Existing Plus
Project AM
X
X
X
Warrant Met?
Approach
Lanes
X
Warrant Met?
Existing PM
Existing Plus
Project PM
0 100
200
300
400
500
600
700
800
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
MINOR STREET - HIGHER-VOLUME APPROACH (VPH)
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
MUTCD PEAK-HOUR VOLUME SIGNAL WARRANT - WARRANT 3
(Urban Areas)
Existing AM
Existing Plus
Project AM
Existing PM
Existing Plus
Project PM
2 or more lanes (major) & 2 or more lanes (minor)
2 or more lanes (major) & 1 lane (minor) or
1 lane (major) & 2 or more lanes (minor)
1 lane (major) & 1 lane (minor)
9/27/2025
Emblem Hercules Residential Development Transportation Study 2 . Project Driveway and Willow Avenue
Source: Figure 4C-3 of the Manual on Unifrom Traffic Control and Devices (MUTCD) from California Department of Transportation (Caltrans). * 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.
One
2 or
More
Major Street - Both Approaches Willow Avenue 919
Minor Street - Highest Approach Project Driveway 60
No
One
2 or
More
Major Street - Both Approaches Willow Avenue 1056
Minor Street - Highest Approach Project Driveway 43
No
Approach
Lanes
Warrant Met?
X
X
Existing Plus
Project PM
X
Warrant Met?
X
Approach
Lanes
Existing Plus
Project AM
0 100
200
300
400
500
600
700
800
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
MINOR STREET - HIGHER-VOLUME APPROACH (VPH)
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
MUTCD PEAK-HOUR VOLUME SIGNAL WARRANT - WARRANT 3
(Urban Areas)
Existing Plus
Project AM
Existing Plus
Project PM
2 or more lanes (major) & 2 or more lanes
2 or more lanes (major) & 1 lane (minor)
or
1 lane (major) & 1 lane (minor)
9/27/2025