Napa City Council
April 2, 2024

Table 8 – Trip Distribution Assumptions
Route Percent Daily Trips AM Trips PM Trips
Soscol Ave (South) 45% 375 18 30
Soscol Ave (North) 35% 292 14 23
First St (West of Soscol Ave) 10% 83 4 7
First St (East of McKinstry St) 10% 83 4 7
TOTAL 100% 833* 40 67*
Note: * Trips may not add up to the calculated trip generation due to rounding Comparison to the Downtown Napa Specific Plan
Per the City’s 2012 Downtown Napa Specific Plan (DNSP), the project is located in the Oxbow area zoned “Tourist Commercial” (CT), which allows uses oriented towards tourists and other visitors to the community. The corresponding General Plan category is “Mixed Use,” which could include retail and office uses. The City has noted that there has been a shift from the mixed uses assumed in the DNSP from the currently proposed uses, which are predominantly hotels. As requested by City Staff, the anticipated trip generation for the proposed project was compared to the potential trip generation for retail and office uses to determine the equivalent amount of office and retail that would generate the same number of trips as the proposed project. The anticipated trip generation for these uses was estimated using standard rates published by the Institute of Transportation Engineers (ITE) in Trip Generation Manual , 10th Edition, 2017 for “General Office Building” (Land Use #710) and “Shopping Center” (Land Use #820). The results are summarized in Table 9.

Table 9 – Trip Generation Comparison
Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Proposed Project 834 40 24 16 66 34 32
Shopping Center 17.4 ks f 37.75 657 0.94 16 10 6 3.81 66 32 34 Office 57 ksf 9.74 555 1.16 66 57 9 1.15 66 10 56
Note: ksf = 1,000 sf

The amount of retail and office uses that would generate an equivalent number of p.m. peak hour trips as the proposed project would include 17,400 square feet of retail and 57,000 square feet of office uses. Under its current zoning, the site could generate higher volumes with other permitted uses compared to what is projected for the proposed project. In comparing the proposed hotel use to shopping center uses, these would have similar directionality in traffic during the more critical p.m. peak hour. However, in comparison to office uses, there would be more traffic leaving the site during the p.m. peak hour generated by the office use. Therefore, the project has similar or less directionality impacts compared with other allowable uses in the Specific Plan Area.

Crucial Corridor Analysis
Per the City’s General Plan, the City of Napa has established a circulation policy in its traffic management strategy that reserves traffic capacity within major corridors for community-wide circulation. These corridors are known as “crucial corridors” and City policy has limited development with direct access to these streets to low traffic- ATTACHMENT 13
18 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
generating uses. Per the City of Napa Policy Guidelines for Traffic Impact Analysis for Private Developmental Review , uses along crucial corridors shall generate less than 520 daily trips per gross acre.

The proposed western building would front Soscol Avenue which is a designated crucial corridor and is therefore required to meet the City’s crucial corridor requirements. This portion of the project is expected to generate 380 daily trips as shown in Table 10.

Table 10 – Daily Trip Generation for the Proposed Western Building Land Use Units Daily
Rate Trips
Hotel 37 rooms 8.36 309
Shopping Center 1.873 ks f 3 7.75 71
Total 380
Note: ksf = 1,000 s f

Per the site plan, the proposed western building would have a gross square footage of 60,307 square feet, which translates to approximately 1.38 acres. The building is anticipated to generate approximately 275 daily trips per acre; therefore, the project meets the City’s crucial corridor requirement.

Intersection Operation
Existing plus Project Conditions
Upon the addition of project-related traffic to the Existing volumes, the study intersections would be expected to continue operating acceptably at the same levels of service during both peak hours. Project traffic volumes are shown in Figure 6, and the resulting levels of service are summarized in Table 11.

Table 11 – Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS

1. Soscol Ave/McKinstry St 5.9 A 6.3 A 6.2 A 6.9 A

2. Soscol Ave/First St 38.3 D 36.7 D 38.1 D 36.6 D

3. McKinstry St/First St 1.9 A 1.9 A 2.3 A 2.5 A
Northbound (McKinstry St) Approach 12.3 B 14.9 B 12.6 B 16.5 C Southbound (McKinstry St) Approach 11.1 B 13.0 B 11.6 B 14.0 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Delay for stop-controlled approaches is shown in italics

It should be noted that with the addition of project-related traffic volumes, average delay at the intersection of Soscol Avenue/First Street decreases during both peak hours. While this is counter-intuitive, this condition occurs when a project adds trips to movements that are currently underutilized or have delays that are below the intersection average, resulting in a better balance between approaches and lower overall average delay.

Finding – The study intersections would be expected to continue operating acceptably with imperceptible changes in average delay upon the addition of project-related traffic to Existing volumes. ATTACHMENT 13
Parcel 1

PROJECT
SITE
Parcel 2

PROJECT
SITE
So
scol Avenue
1st Street
3rd Street
Pearl Street
Clinton Srreet
Caymus Street
Napa Street
Yajom
e Street
Tulocay Street
West Street
M
cKinstry Street
Water Street
Vernon
Napa Valley W
ine Train
Street
1 2 3
Not to Scale
North
nap130.ai 4/19
Trac Impact Study for the First and Oxbow Hotel
6 (11)
11(18)
6(9)
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3 (7)
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1(2)
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3 (xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
Figure 6 – Project Trac Volumes
ATTACHMENT 13
20 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
Existing plus Approved plus Project Conditions
Upon the addition of project-generated traffic to the anticipated Existing plus Approved volumes, the study intersections are expected to continue operating acceptably during both peak hours. The Existing plus Approved plus Project operating conditions are summarized in Table 12.

Table 12 – Existing + Approved and Existing + Approved + Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Existing plus Approved
Conditions
Existing plus Approved plus
Project Conditions
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS

1. Soscol Ave/McKinstry St 6.4 A 8.2 A 6.7 A 8.6 A

2. Soscol Ave/First St 37.3 D 36.0 D 37.2 D 35.9 D

3. McKinstry St/First St 2.7 A 3.8 A 3.1 A 4.7 A
Northbound (McKinstry St) Approach 14.9 B 24.1 C 15.4 C 28.2 D Southbound (McKinstry St) Approach 12.2 B 17.1 C 12. 7 B 19.5 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Delay for stop-controlled approaches is shown in italics

Finding – Upon the addition of project-generated traffic to the anticipated Existing plus Approved volumes, the study intersections would be expected to continue operating acceptably, again, with imperceptible changes in average delay.

Future plus Project Conditions
Upon the addition of project-generated traffic to the anticipated Future volumes, the study intersections would be expected to continue operating at acceptable service levels during both peak periods. The Future plus Project operating conditions are summarized in Table 13.

Table 13 – Future+ Approved and Future + Approved + Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Future plus Approved
Conditions
Future plus Approved plus
Project Conditions
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS

1. Soscol Ave/McKinstry St 6.8 A 9.3 A 7.1 A 10.0 B

2. Soscol Ave/First St 38.1 D 37.3 D 38.0 D 37.2 D

3. McKinstry St/First St 2.1 A 2.2 A 2.5 A 2.9 A
Northbound (McKinstry St) Approach 14.2 B 18.5 C 1 4.8 B 20. 9 C Southbound (McKinstry St) Approach 12.6 B 15.6 C 13.3 B 17.2 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Delay for stop-controlled approaches is shown in italics

Finding – Upon the addition of project-generated traffic to the anticipated Future volumes, the study intersections would be expected to continue operating acceptably with imperceptible changes in average delay.
ATTACHMENT 13
21 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
Alternative Modes
Pedestrian Facilities
The existing sidewalks on First Street along the project frontage would adequately serve the project, effectively connecting the site to the surrounding pedestrian network. In general, the pedestrian network surrounding the project site is well connected and provides adequate access for pedestrians, especially between Downtown Napa and the Oxbow Market area. ADA accessible ramps are also provided on the existing sidewalk at the railroad crossing area.

Finding – Pedestrian facilities serving the project site are adequate.

Bicycle Facilities
Existing bicycle facilities, including bike lanes on Soscol Avenue, together with the planned bike lanes on First Street outlined in the City of Napa Bicycle Plan would provide adequate access for bicyclists and effectively link the project site to the surrounding bicycle network. Regarding the project frontage on First Street and plans for bike lanes, it is noted that the existing parallel parking on the south side of First Street would be removed and a Class II bike lane would be installed as part of the bike lane project.

Finding – Off-site bicycle facilities serving the project site are adequate.

Bicycle Storage
The City requires nonresidential projects with more than ten vehicle parking spaces to provide a minimum of two bicycle storage spaces with one additional space for every 10 vehicle spaces in excess of 20. With a planned supply of 124 vehicle parking spaces, the proposed project would need to provide at least thirteen bicycle parking spaces to meet this requirement.

Recommendation – The project should provide at least thirteen bicycle parking spaces on-site.

Transit
Existing transit routes are adequate to accommodate project-generated transit trips. The existing stop on Soscol Avenue at 3rd Street is within acceptable walking distance of the site. Should a project patron or employee need to use a transit route not offered at this bus stop, it would be possible to walk to the Soscol Transit Center.

Additionally, the Wine Train depot is located within walking distance of the site and provides an opportunity for hotel guests to take advantage of this local attraction without using a vehicle.

Finding – Transit facilities serving the project site are adequate for the anticipated demand.

ATTACHMENT 13
22 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
Access and Circulation
Site Access
Access to the site is proposed via two driveways. One is located on the south side of First Street west of the railroad tracks and the other is located on the north side of Water Street, just east of the railroad tracks.

The western building would be served by a single two-way drive aisle that would connect the First Street driveway to an underground parking garage. This driveway would be restricted to right turn movements in and out. The eastern building would be served by the full access driveway on Water Street, which would provide access to another below-grade parking garage.

Valet Operations
Valet parking services would be provided in front of the eastern building only, where all patrons would arrive for check-in. The sub-grade parking in the western building would be accessed by the valet drivers only. All existing parallel parking spaces along First Street would be removed as part of the plans to install bike lanes, and the curb set back to create the passenger loading area and valet space. This set-back area will include the majority of the east building frontage and is proposed to be at least 100 feet in length, with sufficient space to accommodate four to five vehicles. All employees would valet their own vehicles.

Water Street
Water Street would be converted from a public to a private street with a reduced cross-section as a result of the proposed project. The footprint of the hotel building would extend 20 feet into the 60-foot wide Water Street right-of-way. The project site plan depicts the reduced cross-section and shows an 11-foot travel lane in each direction with eight feet of parking and a ten-foot sidewalk on the south side of Water Street. Per section 170.06.030 of the City’s Municipal Code, private streets are not typically dedicated or maintained as public streets, they afford principal means of access to uses on two or more lots, and they should be approved by the City. Based on Section 16.36.030. Circulation and Traffic, the applicant should provide a feasible method for maintenance of, and parking enforcement on, Water Street upon conversion to a private street, which shall be subject to approval by the City.

Recommendation – Given that Water Street would be converted to a private street and modified to have a narrower cross section as a result of the proposed project, the applicant should provide a street maintenance and parking enforcement plan for City review.

Sight Distance
At driveways a substantially clear line of sight should be maintained between the driver of a vehicle waiting on the driveway and the driver of an approaching vehicle. Adequate time must be provided for the waiting vehicle to either cross the street, turn left, or turn right, without requiring the through traffic to radically alter their speed.

Sight distance should be measured from a 3.5-foot height at the location of the driver on the minor road to a 4.25- foot object height in the center of the approaching lane of the major road. Set-back for the driver on the crossroad is recommended as a minimum of 15 feet, measured from the edge of the traveled way.

Sight distances along First Street from the western project driveway were evaluated based on sight distance criteria contained in the Highway Design Manual published by Caltrans. The recommended sight distance for driveways is based on stopping sight distance, with approach travel speed used as the basis for determining the recommended sight distance.

ATTACHMENT 13
23 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
For the posted 25-mph speed limit on First Street, the recommended sight distance is 150 feet. Field measurements indicate that there is at least 150 feet of sight distance available to the west, which allows drivers to view traffic in the intersection with Soscol Avenue, and more than 250 feet of sight distance to the east along First Street. The latter sight distance condition assumes that vehicles are parked along the southern side of First Street, east of the railroad tracks.

The eastern driveway was not evaluated for sight distance since it is located at the end of a “dead end” street and vehicles would be exclusively entering from and exiting to the east.

Finding – Sight distance at the project driveway on First Street would be adequate for the posted speed limit.
ATTACHMENT 13
24 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
Conclusions and Recommendations
Conclusions
· The proposed project is anticipated to generate an average of 834 daily trips, including 40 trips during the a.m. peak hour and 66 trips during the p.m. peak hour.
· The study intersections of Soscol Avenue/McKinstry Street, Soscol Avenue/First Street, and McKinstry Street/First Street are currently operating acceptably at LOS A, D, and A (respectively) during both peak hours.

Upon the addition of project-related traffic to the Existing volumes, the study intersection would be expected to continue operating at the same level of service during both peak hours. · Upon the addition of traffic associated with approved projects in the surrounding vicinity, the study intersections are expected to continue operating acceptably at LOS A, D, and A during both peak hours without and with project-generated traffic added.
· The project would meet the City’s crucial corridor requirements. · Existing and planned pedestrian, bicycle, and transit facilities would provide adequate access for the anticipated demand. No bicycle parking facilities are shown on the plans; however, the project needs to provide thirteen bicycle parking spaces on-site to meet City requirements. · Sight distance on First Street at the project driveway is adequate for the posted 25-mph speed limit. · On-site circulation is expected to operate acceptably.

Recommendations
· The project should provide at least thirteen bicycle parking spaces on-site. · The applicant should provide a street maintenance and parking enforcement plan for Water Street.

ATTACHMENT 13
25 Traffic Impact Study for the First and Oxbow Hotel
April 23, 2019
Study Participants and References
Study Participants
Principal in Charge Steve Weinberger, PE, PTOE
Assistant Engineer Kevin Rangel, EIT
Graphics/Editing/Formatting Katia Wolfe
Quality Control Dalene J. Whitlock, PE, PTOE
References
2013 Collision Data on California State Highways, California Department of Transportation, 2016 City of Napa Bicycle Plan, W-Trans, 2012
City of Napa Downtown Napa Specific Plan, MIG, 2012
City of Napa Policy Guidelines: Traffic Impact Analysis for Private Developmental Review, City of Napa, 2002 City of Napa Traffic Impact Study Guidelines, City of Napa, 2004 Downtown Napa Specific Plan, MIG, 2012
Envision Napa 2020: City of Napa General Plan, City of Napa, 2011 Highway Capacity Manual, Transportation Research Board, 2010 Highway Design Manual, 6th Edition, California Department of Transportation, 2017 Napa Valley Wine Train, http://winetrain.com
Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, 2012-2016 Traffic Analysis for Archer Napa Hotel Project, Kimley-Horn and Associates, 2014 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, 2017 VINE Transit, http://www.ridethevine.com
NAP130
ATTACHMENT 13
ATTACHMENT 13
A

Traffic Impact Study for the First and Oxbow Hotel
April 2019
Appendix A
Collision Rate Calculations

ATTACHMENT 13
ATTACHMENT 13
DateofCount:
NumberofCollisions: 5
NumberofInjuries: 4
NumberofFatalities: 0
ADT: 20700
StartDate:
EndDate:
NumberofYears: 5
IntersectionType: Tee
ControlType: Signals
Area: Urban
5 x
20,700 x x 5
StudyIntersection 0.13 c/mve
StatewideAverage* 0.21 c/mve
c/mve=collisionspermillionvehiclesenteringintersection *2013CollisionDataonCaliforniaStateHighways,Caltrans DateofCount:
NumberofCollisions: 18
NumberofInjuries: 11
NumberofFatalities: 0
ADT: 25500
StartDate:
EndDate:
NumberofYears: 5
IntersectionType: Four-Legged
ControlType: Signals
Area: Urban
18 x
25,500 x x 5
StudyIntersection 0.39 c/mve
StatewideAverage* 0.27 c/mve
c/mve=collisionspermillionvehiclesenteringintersection *2013CollisionDataonCaliforniaStateHighways,Caltrans

61.1%
CollisionRate FatalityRate
collisionrate= 365
2:
NumberofCollisionsx1Million

0.3%
collisionrate= ADTx365DaysperYearxNumberofYears

80.0%
1,000,000
InjuryRate
FatalityRate

0.0%
ADTx365DaysperYearxNumberofYears

0.0%
ADT=averagedailytotalvehiclesenteringintersection

0.4%
CollisionRate InjuryRate
IntersectionCollisionRateCalculations
January1,2012
December31,2016
Intersection# SoscolAvenue&McKinstryStreet
collisionrate= 1,000,000
SoscolAvenue&FirstStreet

42.4%
ADT=averagedailytotalvehiclesenteringintersection January1,2012
365
Intersection#
December31,2016
NumberofCollisionsx1Millioncollisionrate=
1:
FirstandOxbowProject
Thursday,November19,2015
Wednesday,December2,2015

41.9%
W-Trans
10/12/2017
Page1of10
ATTACHMENT 13
DateofCount:
NumberofCollisions: 4
NumberofInjuries: 1
NumberofFatalities: 0
ADT: 6800
StartDate:
EndDate:
NumberofYears: 5
IntersectionType: Four-Legged
ControlType: Stop&YieldControls
Area: Urban
4 x
6,800 x x 5
StudyIntersection 0.32 c/mve
StatewideAverage* 0.15 c/mve
c/mve=collisionspermillionvehiclesenteringintersection *2013CollisionDataonCaliforniaStateHighways,Caltrans

41.9%
FirstandOxbowProject
January1,2012
collisionrate=

0.0%
IntersectionCollisionRateCalculaions
Intersection#
FatalityRate
365
CollisionRate
3: McKinstryStreet&FirstStreet
collisionrate= 1,000,000
NumberofCollisionsx1Million
ADTx365DaysperYearxNumberofYears
InjuryRate
December31,2016
ADT=averagedailytotalvehiclesenteringintersection

1.0%
Tuesday,August1,2017

25.0%
W-Trans
10/12/2017
Page2of10
ATTACHMENT 13
B

Traffic Impact Study for the First and Oxbow Hotel
April 2019
Appendix B
Intersection Level of Service Calculations

ATTACHMENT 13
ATTACHMENT 13

11/27/2018
First & Oxbow TIS W-Trans
AM Existing Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 13 60 670 26 42 671
Future Volume (veh/h) 13 60 670 26 42 671
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 14 65 720 28 45 722
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 146 214 1287 50 94 2081
Arrive On Green 0.08 0.08 0.37 0.37 0.05 0.59
Sat Flow, veh/h 1774 1583 3567 135 1774 3632
Grp Volume(v), veh/h 14 65 367 381 45 722
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1839 1774 1770
Q Serve(g_s), s 0.2 1.0 4.5 4.5 0.7 2.9
Cycle Q Clear(g_c), s 0.2 1.0 4.5 4.5 0.7 2.9
Prop In Lane 1.00 1.00 0.07 1.00
Lane Grp Cap(c), veh/h 146 214 656 681 94 2081
V/C Ratio(X) 0.10 0.30 0.56 0.56 0.48 0.35
Avail Cap(c_a), veh/h 1169 1127 1166 1211 325 2331
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 11.6 10.6 6.8 6.8 12.6 2.9
Incr Delay (d2), s/veh 0.3 0.8 0.7 0.7 3.7 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.5 2.3 2.4 0.4 1.3
LnGrp Delay(d),s/veh 11.9 11.4 7.6 7.6 16.3 3.0
LnGrp LOS B B A A B A
Approach Vol, veh/h 79 748 767
Approach Delay, s/veh 11.5 7.6 3.8
Approach LOS B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 5.9 14.6 20.6 6.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 2.7 6.5 4.9 3.0
Green Ext Time (p_c), s 0.0 3.6 4.1 0.1
Intersection Summary
HCM 2010 Ctrl Delay 5.9
HCM 2010 LOS A

11/27/2018
First & Oxbow TIS W-Trans
PM Existing Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 18 54 936 17 45 1002
Future Volume (veh/h) 18 54 936 17 45 1002
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 20 61 1064 19 51 1139
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 142 217 1562 28 101 2255
Arrive On Green 0.08 0.08 0.44 0.44 0.06 0.64
Sat Flow, veh/h 1774 1583 3651 64 1774 3632
Grp Volume(v), veh/h 20 61 529 554 51 1139
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1852 1774 1770
Q Serve(g_s), s 0.3 1.1 7.6 7.6 0.9 5.5
Cycle Q Clear(g_c), s 0.3 1.1 7.6 7.6 0.9 5.5
Prop In Lane 1.00 1.00 0.03 1.00
Lane Grp Cap(c), veh/h 142 217 777 813 101 2255
V/C Ratio(X) 0.14 0.28 0.68 0.68 0.50 0.50
Avail Cap(c_a), veh/h 1002 985 1000 1046 278 2255
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.6 12.3 7.2 7.2 14.6 3.1
Incr Delay (d2), s/veh 0.4 0.7 1.3 1.2 3.8 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.5 4.0 4.1 0.5 2.6
LnGrp Delay(d),s/veh 14.1 13.0 8.4 8.4 18.4 3.3
LnGrp LOS B B A A B A
Approach Vol, veh/h 81 1083 1190
Approach Delay, s/veh 13.3 8.4 3.9
Approach LOS B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.3 18.5 24.8 7.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 2.9 9.6 7.5 3.1
Green Ext Time (p_c), s 0.0 4.4 5.7 0.2
Intersection Summary
HCM 2010 Ctrl Delay 6.3
HCM 2010 LOS A
ATTACHMENT 13

11/27/2018
First & Oxbow TIS W-Trans
AM Existing Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 27 105 11 55 144 45 43 782 77 57 622 47 Future Volume (veh/h) 27 105 11 55 144 45 43 782 77 57 622 47 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 31 122 13 64 167 52 50 909 90 66 723 55 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 128 277 30 195 229 71 753 1147 513 660 962 430 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.42 0.32 0.32 0.37 0.27 0.27 Sat Flow, veh/h 1157 1655 176 1249 1363 425 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 31 0 135 64 0 219 50 909 90 66 723 55 Grp Sat Flow(s),veh/h/ln1157 0 1832 1249 0 1788 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 2.7 0.0 7.0 5.1 0.0 12.2 1.8 24.5 4.3 2.5 19.6 2.8 Cycle Q Clear(g_c), s 14.9 0.0 7.0 12.0 0.0 12.2 1.8 24.5 4.3 2.5 19.6 2.8 Prop In Lane 1.00 0.10 1.00 0.24 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 128 0 307 195 0 300 753 1147 513 660 962 430 V/C Ratio(X) 0.24 0.00 0.44 0.33 0.00 0.73 0.07 0.79 0.18 0.10 0.75 0.13 Avail Cap(c_a), veh/h 374 0 696 458 0 676 753 1382 618 660 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 Uniform Delay (d), s/veh 48.5 0.0 39.3 44.7 0.0 41.5 17.9 32.3 25.4 21.5 35.0 28.8 Incr Delay (d2), s/veh 1.0 0.0 1.0 1.0 0.0 3.4 0.0 5.7 0.7 0.1 5.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 0.0 3.6 1.8 0.0 6.3 0.9 12.9 2.0 1.3 10.2 1.3 LnGrp Delay(d),s/veh 49.5 0.0 40.3 45.6 0.0 44.9 17.9 37.9 26.2 21.6 40.3 29.4 LnGrp LOS D D D D B D C C D C
Approach Vol, veh/h 166 283 1049 844
Approach Delay, s/veh 42.0 45.0 36.0 38.1
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 44.1 39.0 21.9 49.6 33.5 21.9
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 4.5 26.5 16.9 3.8 21.6 14.2 Green Ext Time (p_c), s 0.0 7.5 0.8 0.0 6.9 1.5
Intersection Summary
HCM 2010 Ctrl Delay 38.3
HCM 2010 LOS D
Notes

11/27/2018
First & Oxbow TIS W-Trans
PM Existing Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 48 125 22 59 168 71 72 847 75 92 896 70 Future Volume (veh/h) 48 125 22 59 168 71 72 847 75 92 896 70 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 52 134 24 63 181 76 77 911 81 99 963 75 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 150 320 57 230 259 109 567 1147 513 589 1190 532 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.32 0.32 0.32 0.33 0.34 0.34 Sat Flow, veh/h 1118 1539 276 1223 1247 524 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 52 0 158 63 0 257 77 911 81 99 963 75 Grp Sat Flow(s),veh/h/ln1118 0 1814 1223 0 1770 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 4.7 0.0 7.9 4.9 0.0 14.1 3.2 24.6 3.8 4.1 26.1 3.5 Cycle Q Clear(g_c), s 18.9 0.0 7.9 12.9 0.0 14.1 3.2 24.6 3.8 4.1 26.1 3.5 Prop In Lane 1.00 0.15 1.00 0.30 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 150 0 377 230 0 368 567 1147 513 589 1190 532 V/C Ratio(X) 0.35 0.00 0.42 0.27 0.00 0.70 0.14 0.79 0.16 0.17 0.81 0.14 Avail Cap(c_a), veh/h 343 0 689 439 0 669 567 1382 618 589 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.92 0.92 0.92 Uniform Delay (d), s/veh 47.3 0.0 36.1 41.7 0.0 38.6 25.4 32.3 25.3 24.8 31.8 24.3 Incr Delay (d2), s/veh 1.4 0.0 0.7 0.6 0.0 2.4 0.1 5.7 0.7 0.1 5.5 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.0 4.1 1.7 0.0 7.2 1.6 12.9 1.8 2.1 13.6 1.6 LnGrp Delay(d),s/veh 48.7 0.0 36.8 42.3 0.0 41.0 25.5 38.0 25.9 24.9 37.3 24.8 LnGrp LOS D D D D C D C C D C
Approach Vol, veh/h 210 320 1069 1137
Approach Delay, s/veh 39.8 41.2 36.2 35.4
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 39.9 39.0 26.1 38.6 40.3 26.1
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 6.1 26.6 20.9 5.2 28.1 16.1 Green Ext Time (p_c), s 0.1 7.4 1.0 0.1 7.3 1.8
Intersection Summary
HCM 2010 Ctrl Delay 36.7
HCM 2010 LOS D
Notes
ATTACHMENT 13

11/27/2018
First & Oxbow TIS W-Trans
AM Existing Page 4
Intersection
Int Delay, s/veh 1.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 33 116 5 1 149 48 2 2 0 19 2 18
Future Vol, veh/h 33 116 5 1 149 48 2 2 0 19 2 18
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 38 135 6 1 173 56 2 2 0 22 2 21
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 229 0 0 141 0 0 429 445 138 418 420 201 Stage 1 - - - - - - 214 214 - 203 203 -
Stage 2 - - - - - - 215 231 - 215 217 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1339 - - 1442 - - 536 508 910 545 525 840 Stage 1 - - - - - - 788 725 - 799 733 -
Stage 2 - - - - - - 787 713 - 787 723 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1339 - - 1442 - - 508 492 910 530 508 840 Mov Cap-2 Maneuver - - - - - - 508 492 - 530 508 -
Stage 1 - - - - - - 764 703 - 774 732 -
Stage 2 - - - - - - 764 712 - 760 701 -
Approach EB WB NB SB
HCM Control Delay, s 1.7 0 12.3 11.1

HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 500 1339 - - 1442 - - 637
HCM Lane V/C Ratio 0.009 0.029 - - 0.001 - - 0.071
HCM Control Delay (s) 12.3 7.8 0 - 7.5 0 - 11.1
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0 0.1 - - 0 - - 0.2

11/27/2018
First & Oxbow TIS W-Trans
PM Existing Page 4
Intersection
Int Delay, s/veh 1.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 30 294 17 3 229 30 7 2 1 28 3 36
Future Vol, veh/h 30 294 17 3 229 30 7 2 1 28 3 36
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 31 306 18 3 239 31 7 2 1 29 3 38
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 270 0 0 324 0 0 658 653 315 640 647 255 Stage 1 - - - - - - 377 377 - 261 261 -
Stage 2 - - - - - - 281 276 - 379 386 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1293 - - 1236 - - 378 387 725 388 390 784 Stage 1 - - - - - - 644 616 - 744 692 -
Stage 2 - - - - - - 726 682 - 643 610 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1293 - - 1236 - - 349 375 725 376 378 784 Mov Cap-2 Maneuver - - - - - - 349 375 - 376 378 -
Stage 1 - - - - - - 625 598 - 722 690 -
Stage 2 - - - - - - 686 680 - 621 592 -
Approach EB WB NB SB
HCM Control Delay, s 0.7 0.1 14.9 13

HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 374 1293 - - 1236 - - 522
HCM Lane V/C Ratio 0.028 0.024 - - 0.003 - - 0.134
HCM Control Delay (s) 14.9 7.9 0 - 7.9 0 - 13
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - - 0.5
ATTACHMENT 13

11/28/2018
First & Oxbow TIS W-Trans
AM Baseline Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 13 76 692 26 67 710
Future Volume (veh/h) 13 76 692 26 67 710
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 14 82 744 28 72 763
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 165 267 1276 48 135 2115
Arrive On Green 0.09 0.09 0.37 0.37 0.08 0.60
Sat Flow, veh/h 1774 1583 3572 131 1774 3632
Grp Volume(v), veh/h 14 82 378 394 72 763
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1840 1774 1770
Q Serve(g_s), s 0.2 1.3 5.0 5.0 1.1 3.2
Cycle Q Clear(g_c), s 0.2 1.3 5.0 5.0 1.1 3.2
Prop In Lane 1.00 1.00 0.07 1.00
Lane Grp Cap(c), veh/h 165 267 649 675 135 2115
V/C Ratio(X) 0.09 0.31 0.58 0.58 0.54 0.36
Avail Cap(c_a), veh/h 1099 1101 1096 1139 305 2192
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 12.1 10.6 7.4 7.4 12.9 3.0
Incr Delay (d2), s/veh 0.2 0.6 0.8 0.8 3.3 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.6 2.6 2.7 0.7 1.5
LnGrp Delay(d),s/veh 12.3 11.2 8.2 8.2 16.2 3.1
LnGrp LOS B B A A B A
Approach Vol, veh/h 96 772 835
Approach Delay, s/veh 11.4 8.2 4.2
Approach LOS B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.7 15.2 21.9 7.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 3.1 7.0 5.2 3.3
Green Ext Time (p_c), s 0.0 3.7 4.3 0.2
Intersection Summary
HCM 2010 Ctrl Delay 6.4
HCM 2010 LOS A

11/28/2018
First & Oxbow TIS W-Trans
PM Baseline Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 18 95 982 17 105 1046
Future Volume (veh/h) 18 95 982 17 105 1046
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 20 108 1116 19 119 1189
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 178 313 1514 26 172 2293
Arrive On Green 0.10 0.10 0.43 0.43 0.10 0.65
Sat Flow, veh/h 1774 1583 3654 61 1774 3632
Grp Volume(v), veh/h 20 108 555 580 119 1189
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1852 1774 1770
Q Serve(g_s), s 0.4 2.1 9.4 9.4 2.3 6.4
Cycle Q Clear(g_c), s 0.4 2.1 9.4 9.4 2.3 6.4
Prop In Lane 1.00 1.00 0.03 1.00
Lane Grp Cap(c), veh/h 178 313 752 787 172 2293
V/C Ratio(X) 0.11 0.35 0.74 0.74 0.69 0.52
Avail Cap(c_a), veh/h 893 950 891 932 248 2293
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 14.6 12.4 8.6 8.6 15.6 3.3
Incr Delay (d2), s/veh 0.3 0.7 2.7 2.6 4.9 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 1.0 5.0 5.2 1.4 3.0
LnGrp Delay(d),s/veh 14.9 13.0 11.3 11.2 20.5 3.5
LnGrp LOS B B B B C A
Approach Vol, veh/h 128 1135 1308
Approach Delay, s/veh 13.3 11.2 5.1
Approach LOS B B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.0 19.7 27.7 8.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 4.3 11.4 8.4 4.1
Green Ext Time (p_c), s 0.0 3.8 5.6 0.3
Intersection Summary
HCM 2010 Ctrl Delay 8.2
HCM 2010 LOS A
ATTACHMENT 13

11/28/2018
First & Oxbow TIS W-Trans
AM Baseline Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 44 139 20 75 182 49 75 795 109 59 628 75 Future Volume (veh/h) 44 139 20 75 182 49 75 795 109 59 628 75 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 51 162 23 87 212 57 87 924 127 69 730 87 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 151 340 48 217 301 81 666 1164 521 571 974 436 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.38 0.33 0.33 0.32 0.28 0.28 Sat Flow, veh/h 1106 1596 227 1194 1415 380 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 51 0 185 87 0 269 87 924 127 69 730 87 Grp Sat Flow(s),veh/h/ln1106 0 1823 1194 0 1796 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 4.7 0.0 9.3 7.2 0.0 14.6 3.4 24.9 6.1 2.9 19.8 4.4 Cycle Q Clear(g_c), s 19.3 0.0 9.3 16.6 0.0 14.6 3.4 24.9 6.1 2.9 19.8 4.4 Prop In Lane 1.00 0.12 1.00 0.21 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 151 0 388 217 0 383 666 1164 521 571 974 436 V/C Ratio(X) 0.34 0.00 0.48 0.40 0.00 0.70 0.13 0.79 0.24 0.12 0.75 0.20 Avail Cap(c_a), veh/h 335 0 693 414 0 679 666 1382 618 571 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.97 0.97 0.97 Uniform Delay (d), s/veh 47.2 0.0 36.2 43.4 0.0 38.2 21.5 32.0 25.7 25.1 34.7 29.2 Incr Delay (d2), s/veh 1.3 0.0 0.9 1.2 0.0 2.4 0.1 5.6 1.1 0.1 5.1 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.0 4.8 2.5 0.0 7.5 1.7 13.1 2.8 1.4 10.3 2.1 LnGrp Delay(d),s/veh 48.5 0.0 37.1 44.6 0.0 40.6 21.6 37.6 26.8 25.2 39.9 30.2 LnGrp LOS D D D D C D C C D C
Approach Vol, veh/h 236 356 1138 886
Approach Delay, s/veh 39.6 41.6 35.2 37.8
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 38.8 39.5 26.7 44.4 33.9 26.7
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 4.9 26.9 21.3 5.4 21.8 18.6 Green Ext Time (p_c), s 0.0 7.6 1.1 0.1 7.1 1.9
Intersection Summary
HCM 2010 Ctrl Delay 37.3
HCM 2010 LOS D
Notes

11/28/2018
First & Oxbow TIS W-Trans
PM Baseline Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 78 186 47 113 223 77 86 866 151 98 916 98 Future Volume (veh/h) 78 186 47 113 223 77 86 866 151 98 916 98 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 84 200 51 122 240 83 92 931 162 105 985 105 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 185 389 99 241 360 124 444 1173 525 463 1210 541 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.25 0.33 0.33 0.26 0.34 0.34 Sat Flow, veh/h 1052 1433 365 1124 1324 458 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 84 0 251 122 0 323 92 931 162 105 985 105 Grp Sat Flow(s),veh/h/ln1052 0 1798 1124 0 1782 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 8.1 0.0 12.4 10.8 0.0 16.9 4.3 25.1 8.0 4.9 26.6 4.9 Cycle Q Clear(g_c), s 25.0 0.0 12.4 23.2 0.0 16.9 4.3 25.1 8.0 4.9 26.6 4.9 Prop In Lane 1.00 0.20 1.00 0.26 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 185 0 488 241 0 484 444 1173 525 463 1210 541 V/C Ratio(X) 0.45 0.00 0.51 0.51 0.00 0.67 0.21 0.79 0.31 0.23 0.81 0.19 Avail Cap(c_a), veh/h 299 0 683 361 0 674 444 1382 618 463 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.90 0.90 0.90 Uniform Delay (d), s/veh 45.2 0.0 32.4 42.2 0.0 34.0 31.1 31.8 26.1 30.5 31.5 24.4 Incr Delay (d2), s/veh 1.7 0.0 0.8 1.6 0.0 1.6 0.2 5.6 1.5 0.2 5.5 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.4 0.0 6.2 3.5 0.0 8.6 2.1 13.1 3.7 2.4 13.9 2.2 LnGrp Delay(d),s/veh 46.9 0.0 33.2 43.9 0.0 35.6 31.3 37.4 27.7 30.7 37.0 25.1 LnGrp LOS D C D D C D C C D C
Approach Vol, veh/h 335 445 1185 1195
Approach Delay, s/veh 36.6 37.9 35.6 35.4
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 32.4 39.8 32.8 31.3 40.9 32.8
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 6.9 27.1 27.0 6.3 28.6 25.2 Green Ext Time (p_c), s 0.1 7.8 1.5 0.1 7.3 2.1
Intersection Summary
HCM 2010 Ctrl Delay 36.0
HCM 2010 LOS D
Notes
ATTACHMENT 13

11/28/2018
First & Oxbow TIS W-Trans
AM Baseline Page 4
Intersection
Int Delay, s/veh 2.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 69 145 5 1 186 54 2 2 0 23 2 43
Future Vol, veh/h 69 145 5 1 186 54 2 2 0 23 2 43
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 80 169 6 1 216 63 2 2 0 27 2 50
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 279 0 0 175 0 0 608 613 172 583 585 248 Stage 1 - - - - - - 332 332 - 250 250 -
Stage 2 - - - - - - 276 281 - 333 335 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1284 - - 1401 - - 408 408 872 424 423 791 Stage 1 - - - - - - 681 644 - 754 700 -
Stage 2 - - - - - - 730 678 - 681 643 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1284 - - 1401 - - 360 379 872 399 393 791 Mov Cap-2 Maneuver - - - - - - 360 379 - 399 393 -
Stage 1 - - - - - - 634 600 - 702 699 -
Stage 2 - - - - - - 681 677 - 632 599 -
Approach EB WB NB SB
HCM Control Delay, s 2.5 0 14.9 12.2

HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 369 1284 - - 1401 - - 581
HCM Lane V/C Ratio 0.013 0.062 - - 0.001 - - 0.136
HCM Control Delay (s) 14.9 8 0 - 7.6 0 - 12.2
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0 0.2 - - 0 - - 0.5

11/28/2018
First & Oxbow TIS W-Trans
PM Baseline Page 4
Intersection
Int Delay, s/veh 3.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 111 347 17 3 280 43 7 2 1 38 3 104
Future Vol, veh/h 111 347 17 3 280 43 7 2 1 38 3 104
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 116 361 18 3 292 45 7 2 1 40 3 108
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 337 0 0 379 0 0 978 945 370 925 932 315 Stage 1 - - - - - - 602 602 - 321 321 -
Stage 2 - - - - - - 376 343 - 604 611 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1222 - - 1179 - - 230 262 676 250 266 725 Stage 1 - - - - - - 486 489 - 691 652 -
Stage 2 - - - - - - 645 637 - 485 484 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1222 - - 1179 - - 175 230 676 225 233 725 Mov Cap-2 Maneuver - - - - - - 175 230 - 225 233 -
Stage 1 - - - - - - 427 430 - 607 650 -
Stage 2 - - - - - - 544 635 - 424 425 -
Approach EB WB NB SB
HCM Control Delay, s 1.9 0.1 24.1 17.1

HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 199 1222 - - 1179 - - 446
HCM Lane V/C Ratio 0.052 0.095 - - 0.003 - - 0.339
HCM Control Delay (s) 24.1 8.3 0 - 8.1 0 - 17.1
HCM Lane LOS C A A - A A - C
HCM 95th %tile Q(veh) 0.2 0.3 - - 0 - - 1.5
ATTACHMENT 13

11/27/2018
First & Oxbow TIS W-Trans
AM Existing plus Project Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 19 66 670 26 46 675
Future Volume (veh/h) 19 66 670 26 46 675
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 20 71 720 28 49 726
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 161 233 1275 50 101 2073
Arrive On Green 0.09 0.09 0.37 0.37 0.06 0.59
Sat Flow, veh/h 1774 1583 3567 135 1774 3632
Grp Volume(v), veh/h 20 71 367 381 49 726
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1839 1774 1770
Q Serve(g_s), s 0.3 1.1 4.6 4.6 0.7 3.0
Cycle Q Clear(g_c), s 0.3 1.1 4.6 4.6 0.7 3.0
Prop In Lane 1.00 1.00 0.07 1.00
Lane Grp Cap(c), veh/h 161 233 650 675 101 2073
V/C Ratio(X) 0.12 0.30 0.56 0.56 0.49 0.35
Avail Cap(c_a), veh/h 1148 1115 1145 1190 319 2291
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 11.6 10.6 7.0 7.0 12.7 3.0
Incr Delay (d2), s/veh 0.3 0.7 0.8 0.7 3.6 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.5 2.4 2.5 0.5 1.4
LnGrp Delay(d),s/veh 12.0 11.3 7.8 7.8 16.3 3.1
LnGrp LOS B B A A B A
Approach Vol, veh/h 91 748 775
Approach Delay, s/veh 11.5 7.8 3.9
Approach LOS B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.1 14.7 20.8 7.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 2.7 6.6 5.0 3.1
Green Ext Time (p_c), s 0.0 3.6 4.1 0.2
Intersection Summary
HCM 2010 Ctrl Delay 6.1
HCM 2010 LOS A

11/27/2018
First & Oxbow TIS W-Trans
PM Existing plus Project Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 29 65 936 17 51 1008
Future Volume (veh/h) 29 65 936 17 51 1008
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 33 74 1064 19 58 1145
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 168 249 1537 27 111 2235
Arrive On Green 0.09 0.09 0.43 0.43 0.06 0.63
Sat Flow, veh/h 1774 1583 3651 64 1774 3632
Grp Volume(v), veh/h 33 74 529 554 58 1145
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1852 1774 1770
Q Serve(g_s), s 0.6 1.4 8.0 8.0 1.0 5.8
Cycle Q Clear(g_c), s 0.6 1.4 8.0 8.0 1.0 5.8
Prop In Lane 1.00 1.00 0.03 1.00
Lane Grp Cap(c), veh/h 168 249 764 800 111 2235
V/C Ratio(X) 0.20 0.30 0.69 0.69 0.52 0.51
Avail Cap(c_a), veh/h 971 966 969 1014 270 2235
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.7 12.2 7.6 7.6 14.9 3.3
Incr Delay (d2), s/veh 0.6 0.7 1.5 1.4 3.8 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.6 4.1 4.3 0.6 2.8
LnGrp Delay(d),s/veh 14.3 12.9 9.1 9.0 18.7 3.5
LnGrp LOS B B A A B A
Approach Vol, veh/h 107 1083 1203
Approach Delay, s/veh 13.3 9.0 4.2
Approach LOS B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.6 18.7 25.3 7.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 3.0 10.0 7.8 3.4
Green Ext Time (p_c), s 0.0 4.2 5.7 0.2
Intersection Summary
HCM 2010 Ctrl Delay 6.8
HCM 2010 LOS A
ATTACHMENT 13

11/27/2018
First & Oxbow TIS W-Trans
AM Existing plus Project Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 27 107 11 59 145 45 43 782 88 63 626 48 Future Volume (veh/h) 27 107 11 59 145 45 43 782 88 63 626 48 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 31 124 13 69 169 52 50 909 102 73 728 56 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 128 280 29 195 231 71 748 1148 514 657 967 433 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.42 0.32 0.32 0.37 0.27 0.27 Sat Flow, veh/h 1155 1658 174 1247 1368 421 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 31 0 137 69 0 221 50 909 102 73 728 56 Grp Sat Flow(s),veh/h/ln1155 0 1832 1247 0 1788 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 2.7 0.0 7.1 5.5 0.0 12.3 1.8 24.5 4.9 2.8 19.8 2.8 Cycle Q Clear(g_c), s 15.1 0.0 7.1 12.6 0.0 12.3 1.8 24.5 4.9 2.8 19.8 2.8 Prop In Lane 1.00 0.09 1.00 0.24 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 128 0 309 195 0 302 748 1148 514 657 967 433 V/C Ratio(X) 0.24 0.00 0.44 0.35 0.00 0.73 0.07 0.79 0.20 0.11 0.75 0.13 Avail Cap(c_a), veh/h 372 0 696 456 0 676 748 1382 618 657 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 Uniform Delay (d), s/veh 48.5 0.0 39.2 44.8 0.0 41.4 18.1 32.2 25.6 21.7 34.9 28.7 Incr Delay (d2), s/veh 1.0 0.0 1.0 1.1 0.0 3.4 0.0 5.6 0.9 0.1 5.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 0.0 3.7 2.0 0.0 6.4 0.9 12.9 2.2 1.4 10.3 1.3 LnGrp Delay(d),s/veh 49.5 0.0 40.2 45.9 0.0 44.8 18.1 37.9 26.5 21.8 40.2 29.3 LnGrp LOS D D D D B D C C D C
Approach Vol, veh/h 168 290 1061 857
Approach Delay, s/veh 41.9 45.1 35.8 37.9
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 43.9 39.1 22.0 49.3 33.7 22.0
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 4.8 26.5 17.1 3.8 21.8 14.6 Green Ext Time (p_c), s 0.1 7.5 0.8 0.0 6.9 1.5
Intersection Summary
HCM 2010 Ctrl Delay 38.1
HCM 2010 LOS D
Notes

11/27/2018
First & Oxbow TIS W-Trans
PM Existing plus Project Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 48 128 22 66 170 71 72 847 90 100 903 72 Future Volume (veh/h) 48 128 22 66 170 71 72 847 90 100 903 72 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 52 138 24 71 183 76 77 911 97 108 971 77 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 151 323 56 229 261 109 562 1149 514 586 1197 535 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.32 0.32 0.32 0.33 0.34 0.34 Sat Flow, veh/h 1116 1546 269 1219 1251 520 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 52 0 162 71 0 259 77 911 97 108 971 77 Grp Sat Flow(s),veh/h/ln1116 0 1815 1219 0 1771 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 4.8 0.0 8.1 5.6 0.0 14.2 3.3 24.6 4.6 4.6 26.3 3.6 Cycle Q Clear(g_c), s 19.0 0.0 8.1 13.8 0.0 14.2 3.3 24.6 4.6 4.6 26.3 3.6 Prop In Lane 1.00 0.15 1.00 0.29 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 151 0 379 229 0 370 562 1149 514 586 1197 535 V/C Ratio(X) 0.35 0.00 0.43 0.31 0.00 0.70 0.14 0.79 0.19 0.18 0.81 0.14 Avail Cap(c_a), veh/h 341 0 690 435 0 670 562 1382 618 586 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.92 0.92 0.92 Uniform Delay (d), s/veh 47.3 0.0 36.1 42.1 0.0 38.5 25.6 32.2 25.5 25.1 31.7 24.2 Incr Delay (d2), s/veh 1.4 0.0 0.8 0.8 0.0 2.4 0.1 5.6 0.8 0.1 5.6 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.0 4.2 1.9 0.0 7.2 1.6 12.9 2.1 2.2 13.7 1.6 LnGrp Delay(d),s/veh 48.6 0.0 36.8 42.8 0.0 40.9 25.7 37.9 26.3 25.2 37.3 24.7 LnGrp LOS D D D D C D C C D C
Approach Vol, veh/h 214 330 1085 1156
Approach Delay, s/veh 39.7 41.3 36.0 35.3
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 39.7 39.1 26.2 38.3 40.5 26.2
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 6.6 26.6 21.0 5.3 28.3 16.2 Green Ext Time (p_c), s 0.1 7.5 1.0 0.1 7.2 1.8
Intersection Summary
HCM 2010 Ctrl Delay 36.6
HCM 2010 LOS D
Notes
ATTACHMENT 13

11/27/2018
First & Oxbow TIS W-Trans
AM Existing plus Project Page 4
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 40 117 12 3 149 50 6 5 1 19 6 18
Future Vol, veh/h 40 117 12 3 149 50 6 5 1 19 6 18
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 47 136 14 3 173 58 7 6 1 22 7 21
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 231 0 0 150 0 0 459 474 143 449 452 202 Stage 1 - - - - - - 237 237 - 208 208 -
Stage 2 - - - - - - 222 237 - 241 244 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1337 - - 1431 - - 512 489 905 520 503 839 Stage 1 - - - - - - 766 709 - 794 730 -
Stage 2 - - - - - - 780 709 - 762 704 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1337 - - 1431 - - 479 469 905 499 483 839 Mov Cap-2 Maneuver - - - - - - 479 469 - 499 483 -
Stage 1 - - - - - - 737 682 - 764 729 -
Stage 2 - - - - - - 752 708 - 726 677 -
Approach EB WB NB SB
HCM Control Delay, s 1.8 0.1 12.5 11.6

HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 494 1337 - - 1431 - - 598
HCM Lane V/C Ratio 0.028 0.035 - - 0.002 - - 0.084
HCM Control Delay (s) 12.5 7.8 0 - 7.5 0 - 11.6
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - - 0.3

11/27/2018
First & Oxbow TIS W-Trans
PM Existing plus Project Page 4
Intersection
Int Delay, s/veh 2.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 44 296 26 5 229 32 16 8 3 28 9 36
Future Vol, veh/h 44 296 26 5 229 32 16 8 3 28 9 36
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 46 308 27 5 239 33 17 8 3 29 9 38
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 272 0 0 335 0 0 703 696 322 685 693 256 Stage 1 - - - - - - 414 414 - 266 266 -
Stage 2 - - - - - - 289 282 - 419 427 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1291 - - 1224 - - 352 365 719 362 367 783 Stage 1 - - - - - - 616 593 - 739 689 -
Stage 2 - - - - - - 719 678 - 612 585 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1291 - - 1224 - - 316 347 719 341 349 783 Mov Cap-2 Maneuver - - - - - - 316 347 - 341 349 -
Stage 1 - - - - - - 589 567 - 706 686 -
Stage 2 - - - - - - 672 675 - 574 559 -
Approach EB WB NB SB
HCM Control Delay, s 0.9 0.1 16.3 14

HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 347 1291 - - 1224 - - 474
HCM Lane V/C Ratio 0.081 0.036 - - 0.004 - - 0.16
HCM Control Delay (s) 16.3 7.9 0 - 8 0 - 14
HCM Lane LOS C A A - A A - B
HCM 95th %tile Q(veh) 0.3 0.1 - - 0 - - 0.6
ATTACHMENT 13

11/28/2018
First & Oxbow TIS W-Trans
AM Baseline plus Project Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 19 82 692 26 71 714
Future Volume (veh/h) 19 82 692 26 71 714
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 20 88 744 28 76 768
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 177 282 1267 48 139 2107
Arrive On Green 0.10 0.10 0.36 0.36 0.08 0.60
Sat Flow, veh/h 1774 1583 3572 131 1774 3632
Grp Volume(v), veh/h 20 88 378 394 76 768
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1840 1774 1770
Q Serve(g_s), s 0.3 1.4 5.1 5.1 1.2 3.3
Cycle Q Clear(g_c), s 0.3 1.4 5.1 5.1 1.2 3.3
Prop In Lane 1.00 1.00 0.07 1.00
Lane Grp Cap(c), veh/h 177 282 645 670 139 2107
V/C Ratio(X) 0.11 0.31 0.59 0.59 0.55 0.36
Avail Cap(c_a), veh/h 1083 1091 1080 1123 301 2160
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 12.1 10.5 7.6 7.6 13.1 3.1
Incr Delay (d2), s/veh 0.3 0.6 0.9 0.8 3.3 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.7 2.6 2.7 0.7 1.6
LnGrp Delay(d),s/veh 12.4 11.2 8.4 8.4 16.4 3.2
LnGrp LOS B B A A B A
Approach Vol, veh/h 108 772 844
Approach Delay, s/veh 11.4 8.4 4.4
Approach LOS B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 6.8 15.2 22.1 7.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 3.2 7.1 5.3 3.4
Green Ext Time (p_c), s 0.0 3.6 4.3 0.2
Intersection Summary
HCM 2010 Ctrl Delay 6.6
HCM 2010 LOS A

11/28/2018
First & Oxbow TIS W-Trans
PM Baseline plus Project Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 29 106 982 17 111 1052
Future Volume (veh/h) 29 106 982 17 111 1052
Number 3 18 2 12 1 6
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 33 120 1116 19 126 1195
Adj No. of Lanes 1 1 2 0 1 2
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 192 328 1501 26 176 2280
Arrive On Green 0.11 0.11 0.42 0.42 0.10 0.64
Sat Flow, veh/h 1774 1583 3654 61 1774 3632
Grp Volume(v), veh/h 33 120 555 580 126 1195
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1852 1774 1770
Q Serve(g_s), s 0.6 2.4 9.6 9.6 2.5 6.6
Cycle Q Clear(g_c), s 0.6 2.4 9.6 9.6 2.5 6.6
Prop In Lane 1.00 1.00 0.03 1.00
Lane Grp Cap(c), veh/h 192 328 746 780 176 2280
V/C Ratio(X) 0.17 0.37 0.74 0.74 0.72 0.52
Avail Cap(c_a), veh/h 878 941 876 917 244 2280
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 14.7 12.4 8.9 8.9 15.9 3.5
Incr Delay (d2), s/veh 0.4 0.7 2.9 2.8 6.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.1 5.2 5.4 1.5 3.2
LnGrp Delay(d),s/veh 15.1 13.0 11.8 11.6 21.9 3.7
LnGrp LOS B B B B C A
Approach Vol, veh/h 153 1135 1321
Approach Delay, s/veh 13.5 11.7 5.4
Approach LOS B B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 8.1 19.8 27.9 8.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.0 18.0 18.0 18.0
Max Q Clear Time (g_c+I1), s 4.5 11.6 8.6 4.4
Green Ext Time (p_c), s 0.0 3.7 5.5 0.3
Intersection Summary
HCM 2010 Ctrl Delay 8.6
HCM 2010 LOS A
ATTACHMENT 13

11/28/2018
First & Oxbow TIS W-Trans
AM Baseline plus Project Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 44 141 20 79 183 49 75 795 120 65 632 76 Future Volume (veh/h) 44 141 20 79 183 49 75 795 120 65 632 76 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 51 164 23 92 213 57 87 924 140 76 735 88 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 151 342 48 216 303 81 662 1165 521 569 979 438 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.37 0.33 0.33 0.32 0.28 0.28 Sat Flow, veh/h 1105 1599 224 1192 1417 379 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 51 0 187 92 0 270 87 924 140 76 735 88 Grp Sat Flow(s),veh/h/ln1105 0 1823 1192 0 1796 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 4.7 0.0 9.4 7.7 0.0 14.6 3.4 24.9 6.8 3.2 19.9 4.5 Cycle Q Clear(g_c), s 19.3 0.0 9.4 17.1 0.0 14.6 3.4 24.9 6.8 3.2 19.9 4.5 Prop In Lane 1.00 0.12 1.00 0.21 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 151 0 390 216 0 384 662 1165 521 569 979 438 V/C Ratio(X) 0.34 0.00 0.48 0.43 0.00 0.70 0.13 0.79 0.27 0.13 0.75 0.20 Avail Cap(c_a), veh/h 335 0 693 412 0 679 662 1382 618 569 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.97 0.97 0.97 Uniform Delay (d), s/veh 47.1 0.0 36.2 43.7 0.0 38.2 21.7 32.0 25.9 25.3 34.7 29.1 Incr Delay (d2), s/veh 1.3 0.0 0.9 1.3 0.0 2.4 0.1 5.6 1.3 0.1 5.1 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.0 4.8 2.6 0.0 7.5 1.7 13.1 3.2 1.6 10.4 2.1 LnGrp Delay(d),s/veh 48.5 0.0 37.1 45.0 0.0 40.6 21.8 37.6 27.2 25.4 39.8 30.1 LnGrp LOS D D D D C D C C D C
Approach Vol, veh/h 238 362 1151 899
Approach Delay, s/veh 39.5 41.7 35.1 37.6
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 38.7 39.6 26.7 44.2 34.1 26.7
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 5.2 26.9 21.3 5.4 21.9 19.1 Green Ext Time (p_c), s 0.1 7.7 1.1 0.1 7.2 1.9
Intersection Summary
HCM 2010 Ctrl Delay 37.3
HCM 2010 LOS D
Notes

11/28/2018
First & Oxbow TIS W-Trans
PM Baseline plus Project Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 78 189 47 120 225 77 86 866 166 106 923 100 Future Volume (veh/h) 78 189 47 120 225 77 86 866 166 106 923 100 Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 84 203 51 129 242 83 92 931 178 114 992 108 Adj No. of Lanes 1 1 0 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 185 392 99 240 362 124 439 1175 526 460 1216 544 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.25 0.33 0.33 0.26 0.34 0.34 Sat Flow, veh/h 1051 1438 361 1121 1327 455 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 84 0 254 129 0 325 92 931 178 114 992 108 Grp Sat Flow(s),veh/h/ln1051 0 1799 1121 0 1782 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 8.1 0.0 12.6 11.6 0.0 17.0 4.3 25.0 8.9 5.3 26.8 5.0 Cycle Q Clear(g_c), s 25.1 0.0 12.6 24.1 0.0 17.0 4.3 25.0 8.9 5.3 26.8 5.0 Prop In Lane 1.00 0.20 1.00 0.26 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 185 0 491 240 0 486 439 1175 526 460 1216 544 V/C Ratio(X) 0.45 0.00 0.52 0.54 0.00 0.67 0.21 0.79 0.34 0.25 0.82 0.20 Avail Cap(c_a), veh/h 297 0 684 358 0 674 439 1382 618 460 1382 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.88 0.88 0.88 Uniform Delay (d), s/veh 45.1 0.0 32.3 42.5 0.0 34.0 31.3 31.8 26.4 30.8 31.4 24.3 Incr Delay (d2), s/veh 1.7 0.0 0.8 1.9 0.0 1.6 0.2 5.5 1.7 0.2 5.4 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.4 0.0 6.3 3.7 0.0 8.6 2.1 13.1 4.1 2.7 14.0 2.3 LnGrp Delay(d),s/veh 46.9 0.0 33.2 44.4 0.0 35.6 31.6 37.3 28.1 31.0 36.8 25.0 LnGrp LOS D C D D C D C C D C
Approach Vol, veh/h 338 454 1201 1214
Approach Delay, s/veh 36.6 38.1 35.5 35.2
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 32.2 39.9 32.9 31.0 41.1 32.9
Change Period (Y+Rc), s 5.0 5.0 * 4.3 5.0 5.0 * 4.3
Max Green Setting (Gmax), s 10.0 41.0 * 40 10.0 41.0 * 40 Max Q Clear Time (g_c+I1), s 7.3 27.0 27.1 6.3 28.8 26.1 Green Ext Time (p_c), s 0.1 7.8 1.5 0.1 7.2 2.1
Intersection Summary
HCM 2010 Ctrl Delay 35.9
HCM 2010 LOS D
Notes
ATTACHMENT 13

11/28/2018
First & Oxbow TIS W-Trans
AM Baseline plus Project Page 4
Intersection
Int Delay, s/veh 3.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 76 146 12 3 186 56 6 5 1 23 6 43
Future Vol, veh/h 76 146 12 3 186 56 6 5 1 23 6 43
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 88 170 14 3 216 65 7 6 1 27 7 50
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 281 0 0 184 0 0 636 640 177 612 615 249 Stage 1 - - - - - - 353 353 - 255 255 -
Stage 2 - - - - - - 283 287 - 357 360 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1282 - - 1391 - - 391 393 866 405 407 790 Stage 1 - - - - - - 664 631 - 749 696 -
Stage 2 - - - - - - 724 674 - 661 626 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1282 - - 1391 - - 339 362 866 375 374 790 Mov Cap-2 Maneuver - - - - - - 339 362 - 375 374 -
Stage 1 - - - - - - 613 582 - 691 694 -
Stage 2 - - - - - - 669 672 - 603 578 -
Approach EB WB NB SB
HCM Control Delay, s 2.6 0.1 15.2 12.8

HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 367 1282 - - 1391 - - 546
HCM Lane V/C Ratio 0.038 0.069 - - 0.003 - - 0.153
HCM Control Delay (s) 15.2 8 0 - 7.6 0 - 12.8
HCM Lane LOS C A A - A A - B
HCM 95th %tile Q(veh) 0.1 0.2 - - 0 - - 0.5

11/28/2018
First & Oxbow TIS W-Trans
PM Baseline plus Project Page 4
Intersection
Int Delay, s/veh 4.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 125 349 26 5 280 45 16 8 3 38 9 104
Future Vol, veh/h 125 349 26 5 280 45 16 8 3 38 9 104
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 130 364 27 5 292 47 17 8 3 40 9 108
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 339 0 0 391 0 0 1022 987 378 969 977 316 Stage 1 - - - - - - 638 638 - 326 326 -
Stage 2 - - - - - - 384 349 - 643 651 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1220 - - 1168 - - 214 247 669 233 251 724 Stage 1 - - - - - - 465 471 - 687 648 -
Stage 2 - - - - - - 639 633 - 462 465 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1220 - - 1168 - - 157 212 669 201 216 724 Mov Cap-2 Maneuver - - - - - - 157 212 - 201 216 -
Stage 1 - - - - - - 401 406 - 593 645 -
Stage 2 - - - - - - 533 630 - 389 401 -
Approach EB WB NB SB
HCM Control Delay, s 2.1 0.1 27.6 19.5

HCM LOS D C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 187 1220 - - 1168 - - 403
HCM Lane V/C Ratio 0.15 0.107 - - 0.004 - - 0.39
HCM Control Delay (s) 27.6 8.3 0 - 8.1 0 - 19.5
HCM Lane LOS D A A - A A - C
HCM 95th %tile Q(veh) 0.5 0.4 - - 0 - - 1.8
ATTACHMENT 13
C

Traffic Impact Study for the First and Oxbow Hotel
April 2019
Appendix C
Approved and Pending Project Trip Generation
ATTACHMENT 13
ATTACHMENT 13
FirstandOxbowHotelTIS TripsGeneratedbyApprovedandPendingProjects W‐Trans Bounty Hunter Building

13.035 ksf 710 General Office Building 11.03 144 1.56 20 18 2 1.49 19 3 16

0.98 ksf 820 Shopping Center 0.96 1 1 0

0.98 ksf 826 Specialty Retail Center 44.32 43 2.71 3 1 2

4.9 ksf 931 Quality Restaurant 89.95 441 0.81 4 3 1 7.49 37 25 12 Total 628 25 22 3 59 29 30
Internal Capture 30.64% -192 24.57% -6 -5 -1 24.26% -14 -7 -7 Net Trips 436 19 17 2 45 22 23
Black Elk Hotel
Existing
1 units 210 Single Family Detached Housing 9.52 10 0.75 1 0 1 1.00 1 1 0 Proposed
27 rooms 310 Hotel 8.17 221 0.53 14 8 6 0.60 16 8 8

6.028 ksf 931 Quality Restaurant 89.95 542 0.81 5 3 2 7.49 45 30 15 Total Proposed 763 19 11 8 61 38 23
Sub-Total 753 18 11 7 60 37 23
Internal Capture 17.16% -129 14.60% -3 -2 -1 12.73% -8 -4 -4 Net New Trips 624 15 9 6 52 33 19
Archer Hotel
186 rooms 310 Hotel 1125 73 43 30 83 42 41
Total 1125 73 43 30 83 42 41
1031 McKinstry

2.376 ksf 931 Quality Restaurant 89.95 214 0.81 2 2 0 7.49 18 12 6

1.285 ksf 826 Specialty Retail Center 44.32 57 2.71 3 2 1

1.285 ksf 820 Shopping Center 0.96 1 1 0
Total 271 3 3 0 21 14 7
Wine Train Hotel
151 Rooms 310 Hotel 8.36 1262 0.47 71 42 29 0.60 91 46 45

6.37 ksf 931 Quality Resturant 83.84 534 0.73 5 3 2 7.80 50 33 17

5.31 ksf 820 Shopping Center 37.75 200 0.94 5 3 2 3.81 20 10 10 Total 1996 81 48 33 161 89 72
Out
(Trips)
Out
(Trips)
Trip Rate
per Unit
Number
of Trips In (Trips) Number of Units Units Land Use Number Land Use No./TypeTrip Rate per Unit
Total
Trips
Trip Rate
per Unit
Number
of Trips In (Trips)
PM PEAK On a Weekday
Trip Generation:

Daily (Weekday) AM PEAK On a Weekday
ATTACHMENT 13
FirstandOxbowHotelTIS TripsGeneratedbyApprovedandPendingProjects W‐Trans Franklin Station Development
Existing

18.01 ksf 732 United States Post Office 103.94 1872 8.28 149 78 71 11.21 202 103 99

7.15 ksf 816 Hardware/Paint Store 9.14 65 1.08 8 4 4 2.68 19 9 10 1937 157 82 75 221 112 109
Proposed
163 Rooms 310 Hotel 8.36 1363 0.47 77 45 32 0.60 98 50 48 7 ksf 820 Shopping Center 37.75 264 0.94 7 4 3 3.81 27 13 14 1627 84 4 9 35 125 63 62
Net Trips -310 -73 -33 -40 -96 -49 -47
Ritz Carlton Hotel
351 Rooms 310 Hotel 8.36 2934 0.47 165 97 68 0.60 211 107 104

4.704 ksf 931 Quality Resturant 83.84 394 0.73 3 2 1 7.80 37 25 12

15.009 ksf 820 Shopping Center 37.75 567 0.94 14 9 5 3.81 57 27 30 Total 3895 182 108 74 305 159 146
Westin Hotel Expansion
32 Rooms 310 Hotel 8.36 268 0.47 15 9 6 0.60 19 10 9

4.557 ksf 931 Quality Resturant 83.84 382 0.73 3 2 1 7.80 36 24 12 Total 650 18 11 7 55 34 21
Cinedome Master Plan
45 Dwelling units 220 Multifamily Housing (Low-Rise) 7.32 329 0.46 21 5 16 0.56 25 16 9 65 ksf 710 General Office Building 9.74 633 1.16 75 65 10 1.15 75 12 63 11 ksf 931 Quality Resturant 83.84 922 0.73 8 5 3 7.80 86 57 29 11 ksf 820 Shopping Center 37.75 415 0.94 10 6 4 3.81 42 20 22 Total 2299 114 81 33 228 105 123
Civic Center
101.3 ksf 730 Government Office Building 22.59 2288 3.34 338 254 84 1.71 173 43 130 Total 2288 338 254 84 173 43 130
Superblock Development
Existing
49 ksf 730 Government Office Building 22.59 1107 3.34 164 123 41 1.71 84 21 63 1107 164 123 41 84 21 63
Proposed
275 Rooms 310 Hotel 8.36 2299 0.47 129 76 53 0.60 165 84 81 115 Dwelling units 220 Multifamily Housing (Low-Rise) 7.32 842 0.46 53 12 41 0.56 64 41 23

36.5 ksf 820 Shopping Center 37.75 1378 0.94 34 21 13 3.81 139 67 72 4519 216 109 107 368 192 176
Net Trips 3412 52 -14 66 284 171 113
Register Square
51 Dwelling units 210 Single Family Detached Housing 9.44 481 0.74 38 9 29 0.99 50 32 18 6 ksf 820 Shopping Center 37.75 227 0.94 6 3 3 3.81 23 11 12 Total 708 44 12 32 73 43 30
1300 Main Street

14.227 ksf 710 General Office Building 9.74 139 1.16 17 14 3 1.15 16 3 13

7.222 ksf 931 Quality Resturant 83.84 605 0.73 5 3 2 7.80 56 38 18 Total 744 22 17 5 72 41 31
ATTACHMENT 13
FirstandOxbowHotelTIS TripsGeneratedbyApprovedandPendingProjects W‐Trans Coombs Bed and Breakfast
15 Rooms 310 Hotel 8.36 125 0.47 7 4 3 0.60 9 5 4
Total 125 7 4 3 9 5 4
Napa River Expansion
26 Rooms 310 Hotel 8.36 217 0.47 12 7 5 0.60 16 8 8
Total 217 12 7 5 16 8 8
1300 First Street

4.682 ksf 820 Shopping Center 37.75 177 0.94 4 3 1 3.81 18 9 9 Total 177 4 3 1 18 9 9
ATTACHMENT 13