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CITY OF DUBLIN
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AGENDA STATEMENT
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City Council Meeting Date: May 11, 1992
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SUBJECT:
Annual Traffic Safety Report and
Downtown Intersection Monitoring
Report by: Public Works Director Lee Thompson
EXHIBITS ATTACHED:
1)
2)
3)
Traffic Safety Report
Downtown Intersection Monitoring Report
1991 Traffit Flow Map and 1988 Traffic Flow Map
(for comparison purposes)
Accident Location Map to be displayed at meeting
4)
RECOMMENDATION:
Receive report
FINANCIAL STATEMENT:
No specific physical improvements have been
recommended by this report. The cost of future
monitoring and reporting is budgeted in the
Engineering Operating Budget.
DESCRIPTION: In 1987, the City Council directed Staff to prepare an
Annual Traffic Safety Report which would identify locations that incurred a
significant number of traffic accidents over the previous year and make
recommendations for possible improvements. This traffic safety report is combined
with a "downtown intersection monitoring" report per the Downtown Specific Plan
recommendation.
ANNUAL TRAFFIC SAFETY REPORT
Following is a summary of the information contained in TJKM's report.
A total of 223 reported accidents occurred in 1991, 16 of which were injury
accidents. This is significantly lower than the average of the four previous years,
which was 263 accidents, 66 with injuries. Traffic volume has increased during this
time. It is hoped that the downward trend in the number of accidents can be
attributed, at least in part, to Dublin's proactive approach to traffic safety and
increased enforcement.
In previous years, safety reports concentrated on intersections and löcations which
incurred more than five accidents. In compiling this year's report, intersections
and street segments were selected which had incurred more than three accidents and
then calculated the accident rate for these locations. The resulting accident rates
were compared with the State average, and those locations which exceeded the State
average were analyzed. Table II of TJKM's report identifies the locations for which
calculations were made and the comparative accident rates.
The accident rate is a function of the average daily traffic (ADT) and is calculated
as follows:
For street segments:
# of Accidents x 1,000,000
ADT x Miles x 365
(accidents per year per
million vehicle miles.)
For intersections:
# of Accidents x 1,000,000
ADT x 365
(accidents per million
vehicles entering the
intersection per year)
-- -- - -- - -- -- --- -- -- - -- -- -- --- - - -- - -------- ---- - ----- - -- --- - - - - - - - --- --- --- --- --- ---
ITEM NO.~
CITY CLERK
FILE~
COPIES TO: Carl Springer, TJKM
The philosophy behind using this method is that int~rsections and roadway segments
with high traffic volumes tend to incur more traffic accidents as a matter of
course. An intersection with a moderate number of accidents and high traffic volume
would have a comparatively low accident rate. For example, the Dublin
Boulevard/Dougherty Road intersection (ADT 46,375) incurred a total of 11 accidents
and the Dublin Boulevard/San Ramon Road intersection (ADT 61,125) incurred a total
of eight accidents in 1991. Neither of these locations exceeds the State accident
rate because of the high ADT. An intersection with few accidents but very low
traffic volume could have a comparatively high accident rate. Such an intersection
may need more attention than a location with a higher number of accidents and a high
ADT, depending on the types of accidents that occur.
Three intersections and four street segments were found to have accident rates
higher than the State average. Following is a discussion of the conditions and
recommendations for these locations:
Galindo Drive Between Bellina Street and Valencia Street
The short segment length and low estimated daily traffic volumes combine to create a
very high calculated accident rate for this residential area. Two accidents
occurred on the road segment in 1991. Both involved property damage only and were-
caused by northbound vehicles on Deervale Drive improperly negotiating the left turn
onto Galindo and striking parked vehicles. It is recommended that Staff continue to
monitor this location relative to drivers' ability to negotiate the turn.
Dougherty Road Between Sierra Lane and Dublin Boulevard
Four out of the five accidents that occurred on this road segment involved vehicles
making left turns into or out of Pak N Save. These movements are now prohibited by
an asphalt median that was installed in front of the driveway as a result of a
recommendation in last year's safety report. Since accidents of this type have been
eliminated, there are no further recommendations for this location.
Dublin Boulevard Between San Ramon Road and Regional Street
Five accidents occurred in this street segment. Two of these were related to
vehicles entering the Chevron driveway on the northeast corner of the Dublin
Boulevard/San Ramon Road intersection. In both cases, the cause of the accident was
related to the fact that the curb lane was wide enough to accommodate two vehicles
side by side. The conflict was between vehicles turning right into the driveway and
vehicles intending to make a right turn at the intersection. Staff has made a
recent striping change which clearly delineates a separa<te right turn lane;
therefore, this type of conflict should not occur in the future.
Amador Valley Boulevard Between Regional Street and Starward Drive
Four accidents occurred at this location involving vehicles making left turns out of
the private driveways of the Albertson's and Shamrock Village shopping areas onto
Amador Valley Boulevard. There is no effective solution along this segment which
would maintain left turn access to the businesses in the shopping centers. If the
problem persists, a potential solution may be to prohibit left turns òut of the
driveways and continue to allow left turns in, similar to the situation on Dublin
Boulevard in front of Orchard Supply. It is recommended that Staff continue to
monitor this location.
Intersection of Amador Valley Boulevard and Burton Street
The two accidents recorded at this intersection were both related to unsafe
maneuvers by drivers and not to correctable aspects of the intersection itself. No
improvements are recommended.
Dougherty Road and Sierra Lane
Dougherty Road is a divided arterial at this intersection which, for most of 1991,
had two southbound lanes and one northbound lane. Staff recently restriped the
northbound direction to create an additional lane. The intersection is controlled
by a one-way stop on the Sierra Lane approach. Five accidents occurred at this
Page 2
intersection in 1991 with no definite pattern. At 1east one of the accidents which
occurred would have been correctable by installation of a signal. It is recommended
that a signal warrant study be conducted at this intersection.
Amador Valley Boulevard and Stagecoach Road
Three accidents occurred at this location, with varying causes. None of these
accidents were correctable by intersection improvements, and no mitigations are
recommended.
DOWNTOWN INTERSECTION MONITORING REPORT
This program is part of the Downtown Specific Plan adopted in July of 1987. Five
intersections have been monitored annually since 1987. Turning movement counts were
taken in February of 1992 (used for 1991 analysis) during the p.m. peak hour at the
following intersections:
· San Ramon Road/Amador Valley Boulevard
· San Ramon Road/Dublin Boulevard
· Dublin Boulevard/Regional Street
· Dublin Boulevard¡Village Parkway
· Dublin Boulevard/Dougherty Road
Table I of TJKM's report indicates the total volume entering each intersection from
1987 through 1991. The growth rate was calculated between 1990 and 1991 for eacR
intersection, as well as from 1987 to 1991.
The two intersections showing growth over 1990 are San Ramon Road/Dublin Boulevard
and Dublin Boulevard/Dougherty Road. This trend is generally true for the past five
years. These intersections are "gateways" to the City and incur traffic with
origins and destinations outside Dublin.
There has been a decrease in traffic at the other three intersections: San Ramon
Road/Amador Valley Boulevard, Dublin Boulevard/Regional Street, and Dublin
Boulevard¡Village Parkway. It is assumed that the reason for the decrease is the
decline in retail sales in Dublin in 1991.
Volume to capacity (V/C) ratios were calculated for each of the five intersections
to determine the levels of service (LOS) during the p.m. peak hour. Table II of
TJKM's report shows a comparison of the LOS for 1988 through 1991. All of the
intersections continue to operate at an acceptable LOS of D or better.
At all five intersections, the V/C ratio was better in 1991 than in 1988. This
condition can be attributed to either geometric improvements or a drop in traffic
volume. Four of the intersections experienced an improved level of service over
1988, and the Dublin/Dougherty intersection remains unchanged.
a: (apr)\agstsfty
Page 3
Memorandum
Date:
May 1, 1992
Project No.: 157-001
To:
Mehran Sepehri, City of Dublin
From:
Carl Springer
Christopher S. Kinzel
Subject:
1991 Traffic Safety Report
.
Each year the list of reported accidents within the City is reviewed to determine if there are
serious traffic safety problems that can be corrected. The following study report provides
a description ofthe overall accident trends in the City, identifies locations where traffic safety
is below average, and makes recommendations to revise traffic control to enhance vehicle
safety. In summary, the 1991 traffic safety analysis has found that
· The total number of reported accidents decreased to the lowest level since 1987 (15
percent reduction compared to the previous four year average).
· Seven roadways and intersections were found to have accident rates that are
higher than the State average for these types of facilities.
· Only one location is in need of traffic control improvements. All other high
accident rate locations were found to have current and standard traffic control
measures.
Accident Trends
The 1991 reported accidents were totalled by severity and compared to the previous accidents
for 1987 through 1990. The resulting accident trends are listed in Table 1.
Table I
Traffic Accidents By Year
Accident Type Number of Accidents -
Four 1991
Year
1987 1988 1989 1990 Average Total Percent
Change
Property Damage Only 197 207 202 179 196 207 +5%
Injury 58 62 73 72 66 16 -76%
Fatal 2 0 0 0 1 0 N/A
Total Accidents 257 269 275 251 263 223 -15%
1
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--"....~._-
Memorandum
Mr. Mehran Sepehri
-2-
May 1, 1992
157-001, Task 8
The total number of accidents decreased 15 percent compared to the previous four year
average. Property damage only accidents are 5 percent higher, but recorded injury accidents
decreased by 76 percent over last year. (Changes in definition and recording of injury
accidents may have contributed to the apparent décrease.) There were no fatal accidents.
The 223 accident total for 1991 is the lowest total of any year since annual reports were
tabulated beginning in 1987.
Method for Selecting High Accident Locations
High accident locations were selected by reviewing the 1991 Accident Spot Map, and
calculating the accident rate for road segments or intersections. The map is a graphic record
of the collision reports prepared by the City of Dublin. The accident rates were then
compared to State average accident rates according to the type of roadway or intersection.
Any locations that were found to have a higher rate (worse than statewide average accident
rate) was noted for further study.
For 1991, the high accident locations were selected according to the accident rates. This
represents a change from the method used in previous years which was based only on the
highest total number of accidents. The disadvantage of the previous method is that it tends
to identify safety issues only on the higher volume roadways, and often misses possible
problems on lower volume streets. For this reason, TJKM believes that the accident rate
comparison provides a more meaningful standard for identifying high accident locations.
The accident rates for roadway segments between intersections were calculated by Equation
1. The roadway daily volumes were taken from the 1991 Traffic Flow Map prepared by
TJKM for the City. The length of the roadway segment
was interpreted to be the distance (in miles) between the A ~À_ ts 1 000 000
A ilk Rat cc~n x, ,
adjoining intersections. Typically, roadway segment cc nt e= ADTxMilesx365
calculations are more appropriate for rural settings
h I di b . (Eqn. 1) Roodway Segment Rate
where t ere are onger . stances etween major
intersections. When applied to short segments, the
resulting accident rates can be artificially high compared to State averages.
For intersections, the accident rates were calculated by Equation 2. The intersection daily
volumes were taken as the sum of each approach to the
intersection. The accident rates were compared by AccilkntRate=Accilkntsxl,OOO,OOO
facility type with the standard rates published in ADTx365
Caltrans' 1990 Accid£nt Data on California State
h I d 1 d I . fi h (Eqn. 2) Intersection RaÛ!
Rig ways. n or er to se ect stu y ocabons or t e
traffic safety study, the ratio of the calculated rate for a
given location to the Caltrans rate for similar facilities was taken.
-.---.-.....,.-,..----.-, .
Memorandum
Mr. Mehran Sepehri
-3-
May 1, 1992
157-001, Task 8
1991 High Accident Locations
Table II indicates the seven high accident locations (four were intersections, three were
roadway segments) in 1991 ranked by this ratio. '~Other locations that had three or more
reported accidents, but better than average accident rates are also listed. Collision diagrams,
included in Appendix A, were prepared for the high accident locations.
Roadway Traffic Safety Improvements
1. Galindo Drive between Bellina Street and Valencia Street (Collision Diagram 1)
The short segment length and low estimated daily traffic volumes combine to create a very
high calculated accident rate for this residential intersection. However, only two accidents
occurred on the road segment in 1991. Both involved property damage only, and both
were caused by northbound vehicles on Deervale Drive improperly negotiating the left turn
onto Galindo Drive and striking parked vehicles.
Recommendations: Continue to monitor the Deervale Drive curve.
2. Dougherty Road between Sierra Lane and Dublin Boulevard (Collision Diagram 2)
Four of the five accidents that occurred along this road segment involved vehicles making
left turns into or out of the Pak 'n' Save driveway on Dougherty Road south of Sierra
Lane. These movements are now prohibited by a concrete median that was installed in
the center Dougherty Road in front of the driveway, as recommended in TJKM's 1990
Traffic Safety Report. Therefore, since accidents of this type have now been eliminated,
no further mitigation recommendations are made along this road segment.
Recommendations: None.
3. Dublin Boulevard between San Ramon Road and Regional Street (Collision Diagram 3)
Ofthe five accidents that occurred along this road segment, two involved vehicles entering
the Chevron driveway on the northeast corner of the Dublin Boulevard/San Ramon Road
intersection. In both cases, the cause of the accident was linked to the fact that the curb
lane on the westbound Dublin Boulevard approach to the intersecÜon is wide enough to
accommodate two vehicles side-by-side. The additional width caused conflicts between
vehicles entering the Chevron driveway and vehicles maneuvering to turn right at the
intersection. Planned improvements to Dublin Boulevard should alleviate this type of
accident.
Recommendations: Continue to monitor the Chevron Driveway.
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Memorandum
Mr. Mehran Sepehri
-5-
May 1, 1992
157-001, Task 8
- - <
4. Amador Valley Boulevard between Regional Street and Starward Drive
(Collision Dial!I"am 4)
The three accidents that occurred on this road seiment involved vehicles making left turns
out of private driveways onto Amador Valley Boulevard. Drivers exiting driveways on this
segment must be cautious due to roadway curvature as well as somewhat heavy volumes
on Amador Valley Boulevard. There is no effective solution along this segment which -
maintains the current driveway access. However, if the problem persists, the left turn
access from the driveways onto Amador Valley Boulevard could be prohibited by
constructing a raised median island that permits only left turn movements from Amador
Valley Boulevard. This would be similar to the left turn channelization on Dublin
Boulevard at the Orchard Supply Hardware driveway. . It is suggested that this locatio'n
be monitored.
Recommendations: Continue to monitor accident problems related to left turn movements
from private driveways.. ----
Intersection Traffic Safety Improvements
1. Amador Valley Boulevard and Burton Street (Collision Diagram 5)
Amador Valley Boulevard is a divided arterial at this intersection \\ith one travel lane and
a bike lane in each direction. This intersection is controlled by a I-Way STOP on the
Burton Street approach. The adjacent land uses are single family residential homes. The
two accidents recorded at this intersection were both related to unsafe maneuvers made
-- - .-
by drivers, and not to correctable aspects of the intersection itself. No improvements are
recommended at this intersection.
Recommendations: None.
2. Dougherty Road and Sierra Lane (Collision Diagram 2)
Dougherty Road is a divided arterial at this intersection with two through lanes in each
direction. The intersection is controlled by a I-Way STOP on the Sierra Lane approach.
The adjacent land uses are commercial businesses to the west and east. The five accidents
that occurred at this intersection yield no discernible pattern. However, traffic conditions
at the intersection may warrant a traffic signal.
Recommendations: TJKM recommends that further signal warrant analysis be performed
at the intersection.
3. Amador Valley Boulevard and Stagecoach Road (Collision Diagram 6)
Amador Valley Boulevard is a divided arterial at this intersection \\ith one through lane
in each direction. Stagecoach Road is an undivided arterial north of the intersection \vith
--,~_.""'~"-'-
Memorandum
Mr. Mehran Sepehri
-6-
May 1, 1992
157-001, Task 8
one through lane in each direction with an adjacent parallel one-way street used by local
residential traffic. South of the intersection, Stagecoach Road is a driveway for a
residential subdivision. The intersection is controlled by a traffic signal. The causes of
the three accidents at this intersection consis£éd of: a vehicle running a red light, an
intoxicated driver, and an inattentive driver. None of these accidents are correctable with
intersection improvements. Therefore, no mitigations are recommended at this
intersection.
Recommendations: None.
.----,..--
APPENDIX A:
COLLISION DIAGRAMS
-~"""."'" ....~-"....._"'--,.-.'"
ACC DATE TIME LEGEND:
1 06-21-91 14:53 ç- Right Angle
2 08-21-91 00:18 D I
-cr- Left Turn
--0- Rear-End
-0- Head-On
:0 Side Swipe, Rear-End
. () . Side Swipe, Head-On
~IKE Pedestrian, Bicycle
-0:«+ Backing
(L) Daylight
(0) Darkness
0 Property Damage
D Fixed Object
@ Injury
. Fatal
0> Parked Car
'VA-. Out of Control
~
~.
~
~
....
~
?
Collision Diagram [J]
,--~--",.-.,-_.., -
CITY OF DUBLIN
LOCATION:
Galindo Drive between
Bellina Street and Valencia Street
PERIOD COVERED:
01-01-1991 to 12-31-1991
DATE COMPILED: 04-21-1992
íi
ljkM
North
157-00n8 - 4/92 - CK
ACC DATE TIME LEGEND:
1 01-09-91 ~ Right Angle
2 03-01-91 I
3 03-13-91 -cf Left Turn
4 05-06-91 -0- Rear-End
5 05-24-91
6 08-01-91 -0- Head-On
7 08-19-91 :() Side Swipe, Rear-End
8 08-23-91 . () . Side Swipe, Head-On
9 09-14-91
10 11-12-91 ~IKE Pedestrian, Bicycle
11 11-27-91 -0<"'- Backing
(L) Daylight
(0) Darkness
0 Property Damage
0 Fixed Object
0 Injury
. Fatal
0> Parked Car
"'V\I4. Out of Control
Collision Diagram W
..-~.,~..... ..... w----.-........._...........--.. ", =
CITY OF DUBLIN
LOCATION:
Dougherty Road between
Sierra Lane and Dublin Blvd.
PERIOD COVERED:
01-01-1991 to 12-31-1991
DATE COMPILED: 04-21-1992
..
likM
North
157 -00 1TB - 4/92 - CK
ACC
DATE
TIME
1
2
3
4
5
02-07-91
10-07-91
11-15-91
11-15-91
12-08-91
LEGEND:
ç-
I
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-0--
-0+-
;-u--
· C) .
I
~IKE
~
(L)
(0)
o
o
ø
.
D>
~
Right Angle
Left Turn
Rear-End
Head-On
Side Swipe, Rear-End
Side Swipe, Head-On
Pedestrian, Bicycle
Backing
Daylight
Darkness
Property Damage
Fixed Object
Injury
Fatal
Parked Car
Out of Control
Collision Diagram W
..__..._._.".-.-_.~-- .~
LOCATION:
Dublin Blvd< between
San Ramon Road and Regional Street
PERIOD COVERED:
01-01-1991 to 12-31-1991
DATE COMPILED: 04-21-1992
íì
ljkM
North
157-OO1T8 .4/92 - CK
ACC
DATE
TIME
1
2
3
08-30-91
11-05-91
11-10-91
LEGEND:
1:=
-0----
-0-
: ()
~
~IKE
--o~
(L)
(0)
o
o
@
.
0>
"2/1IL..
Right Angle
Left Turn
Rear-End
Head-On
Side Swipe, Rear-End
Side Swipe, Head-On
Pedestrian, Bicycle
Backing
Daylight
Darkness
Property Damage
Fixed Object
Injury
Fatal
Parked Car
Out of Control
Collision Diagram W
_.~"._._'."~'._'"
LOCATION:
Amador Valley Blvd< between
Regional Street and StarNard Drive
PERIOD COVERED:
01-01-1991 to 12-31-1991
DATE COMPILED: 04-21-1992
..
North
ljkM
157-001T8 . 4/92· CK
ACC
DATE
TIME
LEGEND:
1
2
01-16-91
09-19-91
15:34 L
20:55 0
r-
-.cJ
-0--
-0-
: ()
. () .
I
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(D)
o
D
o
.
0>
~
Right Angle
Left Turn
Rear-End
Head-On
Side Swipe, Rear-End
Side Swipe, Head-On
Pedestrian, Bicycle
Backing
Daylight
Darkness
Property Damage
Fixed Object
Injury
Fatal
Parked Car
Out of Control
Amador Valley Blvd.
CITY OF DUBLIN
LOCATION:
Burton Street and
Amador Valley Blvd.
PERIOD COVERED:
01-01-1991 to 12-31-1991
DATE COMPILED: 04-21-1992
Collision Diagram W
-..--.----.-
..
likM
North
157-001T8 - 4/92 - CK
ACC
DATE
TIME
LEGEND:
1
2
3
03-17-91
05-15-91
12-12-91
cr
~
-0----
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o
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Right Angle
Left Turn
Rear-End
Head-On
Side Swipe. Rear-End
Side Swipe, Head-On
Pedestrian, Bicycle
Backing
Daylight
Darkness
Property Damage
Fixed Object
Injury
Fatal
Parked Car
Out of Control
Amador Valley Blvd.
CITY OF DUBLIN
-0
co
o
cr:
L:
()
co
o
()
Q)
0)
co
êï5
LOCATION:
Stagecoach Rd. and
Amador Valley Blvd.
PERIOD COVERED:
01-01-1991 to 12-31-1991
DATE COMPILED: 04-21-1992
Collision Diagram W
,-~ "-_. ..~,-~~.....
..
ljkM
North
157-oo1T8 - 4192 - CK
:!ß/fJ[;{}
DATE:
April 21, 1992
TO:
Mehran Sepehri
FROM:
Carl Springer
SUBJECT:
Downtown Dublin Traffic Monitoring
Background
The traffic counts for the annual Downtown Dublin traffic monitoring program have been
completed. The program is part of the Downtown Specific Plan adopted in July 1987. the
monitoring program consists of traffic counts taken annually at key intersections within and
leading to the Downtown area.
Five intersections have been monitored annually since 1987. Turning movement counts were
conducted in February 1992 (used for 1991 analysis), during the p.m. peak hour at the
following intersections:
. San Ramon Road/Amador Valley Boulevard
· San Ramon Road/Dublin Boulevard
· Dublin BoulevardlRegional Street
· Dublin BoulevardNillage Parkway
· Dublin BoulevardJDougherty Road
San Ramon Road and Dougherty Road are major commuter routes providing important north-
south mobility between San Ramon and Pleasanton. These roads provide access to the heart
of Dublin via Dublin Boulevard and Amador Valley Boulevard.
The intersections < of San Ramon RoadJDublin Boulevard and Dougherty RoadlDublin
Boulevard serve as gateways to the City, but their operation is very much affec·ted by through
traffic with origins and destinations outside of Dublin.
Analysis
Table I indicates the total volume entering each intersection from 1987 through 1991. The
growth rate was calculated between 1990 and 1991 for each intersection, as well as from 1987
to 1991.
The two intersections showing growth over last year are San Ramon RoadJDublin Boulevard
and Dublin BoulevardJDougherty Road. This trend is generally true for the last five years
at these two intersections. The intersection of Dublin BoulevardIDougherty Road has shown
an average growth of 6.7 percent per year over the last five years. The intersection of San
4637 Chabot Drive, Suite 214, Pleasanton, California 94588-2754 . (5~
PLEASANTON· SACRAMENTO, FRESNO, WALNUT CREE<
6
T:OLÙr-:J[C'CCW \ ~~crišfê'li ciJ ~iER=T
_.... _~_.. H'"~''''~
Mehran Sepehri
-2-
April 21, 1992
Ramon RoadJDublin Boulevard has shown an average growth of 1.1 percent per year over the
last five years, with a slight drop in volumes in 1990.
The increase in traffic at the intersection of San Ramon Road/Dublin Boulevard is probably
due to the residential growth to the north-west otSan Ramon Road. The increase at the
intersection of Dublin BoulevardJDougherty Road is due to the residential growth to the north
in the Dougherty Road north of Amador Valley Boulevard region and the Blackhawk area.
The widening of Dougherty Road has contributed to the traffic increase by creating a better
alternative route to Interstate 680 for residents in the Blackhawk or Crow Canyon areas.
The decrease in traffic at the intersections of San Ramon Road/Amador Valley Boulevard,
Dublin BoulevardlRegional Street, and Dublin BoulevardNillage Parkway is probably due
to the reported drop in retail sales for the City of Dublin in 1991.
Volume to capacity ratios were calculated for each of the five intersections to determine the
levels of service (LOS) during the p.m. peak hour. Table II shows a comparison of the levels
of service for 1988, 1989, 1990, and 1991. All of the intersections continue to operate at
acceptable levels of service as defined by LOS D or better. The intersection of Dublin
BoulevardlRegional Street improved from LOS D to LOS B. The improvement in level of
service is probably due to the drop in retail sales as mentioned previously.
Conclusions
Over the last year the level of service at four of the key intersections remain unchanged.
Only at the intersection of Dublin BoulevardlRegional Street the level of service improved
over the previous year.
At all five of the study intersections, the volume-to-capacity ratios are better in 1991 than
1988. This is due to either geometric improvements to the intersections or a drop in traffic
volumes to the shopping centers in the area. Four of the intersections experienced an
improved level of service over 1988. At the intersection of Dublin Boulevard/Dougherty Road
the level of service remains unchanged over 1988.
SBE/nk
Attachment
157-001M.lSB
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TJKM 1NTER~ 'STION CAPACITY ANALYSIS
3 / 4 1 'j 2
INTERSECTION 1 SAN RAMON RD. and AMADOR VALLEY DUBLIN
COUNT DATE/TII"1E: 02/18/'j2 4:00-5:00 F't1 F'EAf: HOUF:: 4:45- 5: 45F'!T1
CONDITION : P.M. EXISTING FI~E 157001.1
----------------------------------------------------~.-------------------
------------------------------------------------------------------------
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I,NTEF:SECT I ON: 1 Sf:jN RA!'1DN RD. and A1'1ADOF: VALLEY DUEL I ~.j
COUNT DATE: 02/18/92 TTME: 4:00-6:00 PM
************ CUMULATIVE COUNTS *************** CUMULATIVE COUNTS ************
END ----- 5B ----- ----- WE ----- ----- NB ----- ----- EB ----- LINE
TIME RGHT THRU LEFT RGHT THRU LEFT RGHT THRU LEFT RGHT THRU LEFT TOTALS
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4:30
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**~*********** PERIOD COUNTS ******************* PERIOD
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PEAK 15 MIN PERIOD:
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INTERSECTION _ REGIONAL ST. and DUBLIN BLVD. DUBLIN
COUNT DATE/TIME: 02/18/92 4:00-6:00 PM PEAK HOUR: 4:45- 5:45PM
CONDITION : P.M. EXISTING FILE 157001.i
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lN~ERSECTION: ~ REGION~L ST. and DUBLIN BLVG.
COUNT DATE: 02/18/92 TIME: 4:00-5:00 PM
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************ CUMULATIVE COUNTS *************** CUMULATIVE COUNTS ************
END _____ S8 ----- ----- WE ----- ----- NB ----- ----- ED ----- LINE
TIi'1E F:GHT nwu LEFT PCj-n THF:U LEFT PCjHT HII?U LJ:':FT F;::¡::iHT H.JF.:U I_EFT TOTAI_S
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END ---'-'-- S8 --.--'-- ----- l.JB ------. ----- I'.JB ------
TIME RGHT THRU LEFT RGHT THRU LEFT RGHT THRU LEFT
4: 15
4:30
4:45
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T II"1E PC:¡HT THF:U LEFT F:Cji-H THf;:U LEFT F:I::¡HT THF:U U::FT
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TJKM INT ~SECTION CAPACITY ANALYSIS
~~~ / :2 -7 / '~I :~~
INTERSECTION 3 SAN RAMON RD. and DUBLIN BLVD. DUBLIN
COUNT DATE/TIME: 02/25/92 4:00-6:00 PM PEAK HOUR: 4:45- 5:45PM
CONDITION : P.M. EXISTING FILE 157001.i
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************ CUMULATIVE COUNTS *************** CUMULATIVE COUNTS ************
END ----- 58 ----- ----- WB ----- ----- NB ----- ----- EB ----- LINE
TIME F.:(3HT THF.:U LEFT F.:(3HT THI?U LEFT F.:CjHT THF:U UTT f?13HT THF:U LEFT TOTALS
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10850
************** PERIOD COUNTS ******************* PERIOD COUNTS **************
END ----- 5B ----- ----- WB ----- ----- NB ----- ----- ED ----- LINE
TIME F.:GHT THRU LEFT RGHT THRU LEFT RGHT THRU L~FT RGHT THRU LEFT TOTALS
~------------_._- - ----.- --- - - _.- --.-
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DEC:i IN -----..--.- 58 ----- -----,-- 1.,18 ---"'- ------ I\!D ------ -----. cr:::------ l_ HIE
TIME RGHT THRU LEFT RGHT T~!RU LEFT RGHT THRU LEFT RGHT THRU LEFT TOTALS
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TJKM IN- ~SECTION CAPACITY ANALVSI?
2/27/'J2
INTERSECTION 4 VILLAGE PKWY. and DUBLIN BLVD. DUBLIN
COUNT DATE/TIME: 02/19/92 4:00-6:00 PM PEA~ HOUR: 4:30- 5:30PM
CONDITION : P.M. EXISTING FILE 157001~i
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===:=================~==============:===:===:=:==~=~=~~===:=====.:=:===~=:=:==:=:=:=:=:===~~
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571
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15(J()
(). 5:~
VOLUME-TO-CAPACITY RATIO FOR THE INTERS~CTION:
ADJUSTMENT FOR LOST YELLOW TIME:
0" 10
------------------------ --.---------- - - ---.--- - - -- --. ._---. -. -- .- -... -- -- -- -- - --~----- --- ----- --
TOTAL VOLUME-'rO-CAPACITY RATIO: 0"S2
n.,ITEF:SECT I [ji',j LE')CL OF ':JEP') HT: E:
* ADJUSTED FOR RICiHT TURN ON RED
Developf~cI by TJI<r'1 T)'c:\r'~¡p':,'(të,.tio:'n C,=,n':õult",nt::::. :~'l ¿','c',c,fìtc,n, CA, l'~":!O 'IV
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COUNT DATE: 02/19/92 TIME: 4:00-5:00 PM
************ CUMULATIVE COUNTS *************** CUMULATIVE CiJUNTS ************
END ----- 58 ----- ----- WB ----- ----- NB ----- ----- EB ----- LINE
T H1E PI3HT THF.:U LEFT F.:I~jHT THF:U LEFT F:CJHT TIII?U I..EFT 1?(3HT THF:U LEF"T TOTALS
4: 15
4:30
4:45
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5: 15
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130
180
234
260
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75 1..:...:.
157 244
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1 ::=::'j
77
155
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1224
1878
257'3
3301
3'381
4E.15
51-'35
************** PERIOD COUNTS ******************* PERIOD COUNTS **************
E~,m ----- SB ----- ------ l·m ----- ----- ~,!8 ------ ------ EB .----- L I ~,IE
TIME PGHT THRU LEFT F:GHT THRU LEFT RGHT THRU LEFT RGHT THRU LEFT TOTALS
4: 15
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4: "f~:5
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331
400
517
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701
722
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57'3
*************** HOUF: COUNTS ********************* HOUF COUNTS ***************
BEGIN ----- S8 ----- ----- W8 ----- ----- NB ----- ----- EB ----- LINE
T I I"IE r.::m-n HIF:U U::FT 1?(3HT THF:U !_EFT F:CiI-n THi?U I_EFT FI:¡HT THF:U LEFT TOTALS
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TJKM INTERSECP-' I (rtF'ACITY ANf;L YSIS
31 1'32
INTERSECTION 5 DOUGHERTY RD. and DUBLIN BLVD. DUBLIN
COUNT DATE/TIME: 02/20/'32 4:00-5:00 PM PEAK HOUR: 4:30- 5:30F'M
CONDITION : P.M. EXISTING FILE 157001. i
-----------------------------------------------------------------,-------
------------------------------.-------------------.-------------------------
RIGHT THRU LEFT
35 1107 10
" r~OUH
" --- v
LEFT 79 1.0 1.0 2.0 1.0 1.1 % F: I GH T
SHEET NAME:
THRU 33 .,' 1.0 (NO. OF LANES) 2.2<:--- 44 THRU DUBLHj BLVD.
RIGHT 1095 ') c 2.0 2.1 1.1 1.1
....,J
", "
V v
934 924 E/3
LEFT THRU RIGHT
STREET NAME: DOUGHERTY RD.
109 LEFT
SF'LI T F'HASE':'
Y
------------------------------------------------------------------------
------------------------------------------------------------------------
SPLIT PHASE? Y
MO\"'EMENT
ORIGINAL
VOLUME
ADJUSTED
VOLUME* CAPACITY
V/C
RATIO
CRITICAL
V/C
------------------------------------------------------------------------
NB RIGHT (R) 59 t. '3 1500 0.0460
THRU (1') 924 924 3150 0.2933
LEFT (L) '334 934 2700 0.3459 0.345'3
T + R 993 3150 0.3152
------------------------------------------------------------------------
SB RIGHT (R)'
THRU (1)
LEFT (l)
35
1107
10
o *
1107
10
1500
3300
1500
0.0000
0.3355
0.3355
------------------------------------------------------------------------
0.00E,7
EB RIGHT (R)
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LEFT (L)
10'35
33
79
2700
lE-50
1500
81 *
33
7'3
0.0300
0.0200
0.0527
0.0527
------------------------------------------------------------------------
WB RIGHT (R) 3E, 35 1500 0.0240
THRU (T) 44 44 3000 0.0147
LEFT (L) 109 109 1500 0.0727 0.0727
T + R 80 3000 0.0267
T + L 153 3000 0.0510
T + R + L 18'3 3000 O. üt.30
------------------------------------------------------------------------
---------------------------------------------------------.----------------
VOLUME-TO-CAPACITY RATIO FOR THE INTERSECTION:
ADJUSTMENT FOR LOST YELLOW TIME:
O. :31
0.05
------------------------------------------------------------------------
TOTAL VOLUME-TO-CAPACITY RATIO:
INTERSECTION LEVEL OF SERVICE:
* ADJUSTED FOR RIGHT TURN ON RED
0.87
[I
Developed by TJKM Tyanspoytation Consultants, Pleasanton, CA, 13'30 YY
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COUNT DATE: 02/20/92 TIME: 4:00-5~00 PM
************ CUMULATIVE CûUNTS *************** CUMULATIVE COUNTS ************
END ----- SB ----- ----- WB ----- ----- NB ----- ----- EB ----- LINE
TIME RGHT THRU LEFT RGHT THRU LEFT RGHT THRU LEFT RGHT THRU LEFT TûTALS
-------------- ---.----------- ----.---.-.---.----- -----.----.------- ------
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