HomeMy WebLinkAboutItem 8.1AnnlTrffcSfty&DwntwnInt (2)
CITY OF DUBLIN
AGENDA STATEMENT
City Council Meeting Date: April 12, 1993
SUBJECT:
Annual Traffic Safety Report and Downtown Intersection Monitoring Report
Report by: Public Works Director Lee Thompson
RECOMMENDATION:
1) Traffic Safety Report from TJKM
2) Downtown Intersection Monitoring Report
3) 1988 and 1993 Traffic Flow Maps (Average Daily Traffic)
if Aœid,nl Loc.tinn M.p to be di'playoci ., _ling
~v Receive presentation
EXlßBITS ATTACHED:
FINANCIAL STATEMENT:
Some tree and brush trimming has been recommended by this report. The cost of tree
and brush trimming is budgeted in the Street Landscape Maintenance Operating Budget,
and the cost of future monitoring and reporting is budgeted in the Engineering
Operating Budget.
DESCRIPTION: In 1987, the City Council directed Staff to prepare a Citywide Traffic Safety Report
which would identify locations that incurred a significant number of traffic accidents and make recommendations for
possible means of improving safety at these locations. Since that time, Staff, through the City's traffic consultant TJKM,
has prepared the Annual Traffic Safety Reports and presented them to the City Council. 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 232 reported accidents occurred in 1992, 18 of which were injury accidents. The total number of accidents in
1992 is s~ly higher than the 1991 total, but about 7% lower than the average of the three previous years, which was
250 accidents; 54 with injuries. Property damage accidents are 9 % higher than the three-year average, but recorded injury
accidents are 67 % lower. A change in the definition of and recording of injury accidents may have contributed to the
apparent decrease. Previously, if the person(s) involved in an accident complained of pain, the accident was termed an
"injury" accident by Dublin Police Services. The terminology has been changed so that if persons did not receive medical
attention, they were not considered to be "injured."
The same method was used in compiling this year's report as was used last year. Intersections and street segments were
selected which had incurred more than three accidents and accident rates were calculated 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 number of accidents and number of vehicles traveling the road segment or entering
the intersection per day.
The philosophy behind using this method is that intersections 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. An intersection with few accidents but very low traffic volume
could have a comparatively high accident rate. For example, the Dublin Boulevard/San Ramon Road intersection had 11
accidents in 1992, and 61,125 vehicles per day entering the intersection. The accident rate at this intersection is lower
than the State of California accident rate. However, the Amador Valley Boulevard/Dougherty Road intersection had 6
accidents in 1992 but only 14,200 vehicles per day entered the intersection. The accident rate at this intersection is much
higher than the State of California accident rate. Such an intersection may need more attention than a location with a
higher number of accidents and a high Average Daily Traffic number (ADT), depending on the types of accidents that
occur. The Average Daily Traffic is the average number of vehicles entering an intersection or street segment during a 24-
hour period.
--------------------------------------------------------------------------------------------------------------------------------
ITEM NO~
CITY CLERK
FILE~.
COPIES TO: TJKM
Five 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. Accident diagrams are included as a part of TJKM' s
report.
Sierra Lane Between Sierra Court and Dougherty Road
Of the three accidents recorded, one involved an unsafe backing maneuver, one involved an illegal V-turn, and one
involved an unsafe passing maneuver. No accident pattern is discernible at this location, and there are no recommended
improvements.
Dougherty Road - Houston Place to Sierra Lane
All three accidents at this location were broadside collisions involving southbound vehicles on Dougherty Road and
vehicles exiting from driveways on the west side of Dougherty Road. Two of the accidents were directly related to vehicle
queues extending back from the southbound approach to the Dougherty Road/Dublin Boulevard intersection. The
improvements recently constructed at the intersection and the revised signal phasing may result in reduced queue lengths
on all approaches.
Recommendation: Continue to monitor this roadway section in relation to the Dublin Boulevard/Dougherty Road
intersection improvements.
Village Parkway Between Lewis Avenue and Dublin Boulevard
Three of the four recorded accidents on this roadway segment involved vehicles entering or exiting driveways. No pattern
is distinguishable that could be solved through additional traffic control measures.
Dougherty Road/Amador Valley Boulevard Intersection
Five of the six accidents occurred on the Amador Valley Boulevard approach to the intersection. Four were rear-end
collisions involving right-turning vehicles waiting at a red light. In each case, the first vehicle inched forward waiting for
a gap in Dougherty Road traffic, stopped, and was struck from behind by a driver who did not realize the first vehicle had
stopped.
The 85th percentile speed of southbound traffic on Dougherty Road approaching this intersection is 50 mph. Drivers on
Amador Valley Boulevard making a right turn on a red light must exercise caution due to the high speeds, narrow travel
lane on Dougherty Road, and sight-distance restrictions on the northwest corner (bushes, soundwall, etc.). They must
inch forward into the intersection to determine whether it is safe to complete their turns. Inattention by drivers behind
them causes accidents. The ultimate widening of Dougherty Road, which would provide wider travel lanes, will probably
be constructed only if and when the Dougherty Valley projects go forward.
~-.....
Recommendation: Trim the bushes on the northwest comer of the intersection to improve sight distance and continue to
monitor the intersection. (This work is to be complete prior to the City Council meeting.)
Dougherty Road/Dublin Boulevard Intersection
Of the 18 accidents recorded at this location, 11 were rear-end collisions. Seven of these accidents occurred in the Dublin
Boulevard eastbound right turn lanes. Dougherty Road/Dublin Boulevard is one of the busiest intersection in the City of
Dublin, handling approximately 46,000 vehicles per day. Significant queues develop during peak periods on the three
major approaches to the intersection. Rear-end collisions are common at busy intersections such as this. None of the rear-
end collisions are attributable to intersection design or control measures, but primarily to driver inattentiveness. Design
improvements just completed with the Dublin Boulevard Extension project at this intersection should increase operational
efficiency and will likely result in decreased queuing.
Recommendation: Continue to monitor intersection performance with improvements in place.
Dublin Boulevard/Regional Street Intersection
Nine of the 12 accidents recorded at this intersection were rear-end collisions. Accidents of this type are common at
signalized intersections and are generally caused by driver inattention.
Recommendation: Continue to monitor intersection performance.
Dougherty Road/I-580 Westbound Offramp Intersection
Four of the 13 recorded accidents involved northbound vehicles on Dougherty Road running red lights and striking
westbound left-turning vehicles. One additional accident involving a northbound vehicle striking the median was also
Page 2
speculated to have been caused by a vehicle running a red light. Historically, many of the accidents at this intersection
have been related to motorists running a red light. It has been determined that the cause of this phenomenon could be that,
due to the northbound downhill grade of Dougherty Road, the signal heads at Dublin Boulevard become visually aligned
with those at the ramps as a driver approaches the intersection. If the signals at Dublin Boulevard are green, drivers can
become confused and perceive that the signals at the ramp are green.
Recent improvements to the signals at the intersection of Dublin Boulevard and Dougherty Road may have eliminated the
problem. Programmed Visibility (PV) signal heads were installed to prevent motorists at the Dougherty Road/I-580
intersection from seeing the signal heads at Dougherty RoadlDublin Boulevard.
Of the remaining five accidents at the intersection, three were rear-end collisions involving southbound vehicles striking
vehicles in queue. This type of accident is common at signalized intersections.
It should be noted that although this intersection is within the City Limits, it falls within the State right-of-way and is
under Caltrans jurisdiction. Through an agreement between Caltrans and the City of Pleasanton, the signal is maintained
by Pleasanton.
Recommendation: Continue to monitor the accident situation at this intersection, particularly on the northbound approach.
If these northbound right-angle accidents continue, request that Caltrans install an additional signal on the near side of the
intersection.
Dublin Boulevard/Golden Gate Drive Intersection
Of the eight accidents recorded at this location, five were rear-end collisions and three were of other types. No systematic
cause can be identified other than driver inattention. There are no recommendations for improvements.
Amador Valley Boulevard/Regional Street Intersection
Of the three accidents at this intersection, one was a failure to stop at a non functioning traffic signal, one was caused by an
improper turn, and one was a swerve caused by an improper lane change. The accidents yield no discernible pattern.
Recommendation: None.
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 1993 (used for 1991 analysis) during the p.m.
peak hour at the following intersections and with the following results:
-.....-
1991 LOS
(Level of Service)
San Ramon Road/Amador Valley Boulevard B
San Ramon RoadlDublin Boulevard D
Dublin Boulevard/Regional Street B
Dublin Boulevard/Village Parkway B
Dublin BoulevardlDougherty Road D
1992 LOS
(Level of Service)
B
E
C
C
C
·
·
·
·
·
The Level of Service (LOS) at San Ramon Road and Amador Valley Boulevard stayed the same as the previous year. The
LOS at the Dublin Boulevard/Dougherty Road intersection was improved over the previous year, possibly due to motorists
trying to avoid this intersection due to construction. The other three intersections became more congested from the
previous year, which could be due to normal area-wide development.
Of the five intersections studied, only one of them, San Ramon Road and Dublin Boulevard, is operating below the City of
Dublin's Level of Service standard of acceptability. The Dublin Boulevard Widening project, which is included in the
City's Five Year Capital Improvement Program, would increase capacity at this intersection and thereby improve its level
of service. It is recommended that the City continue to pursue funding for these improvements.
Traffic Flow Map
TJKM has also completed City-wide traffic counts. Compared to the previous counts performed in 1988, the 1993
Average Daily Traffic is lower, even though the peak hour traffic has increased. This could be due to fewer midday
shopping trips due to the recession and more peak hour work trips from the increase in residential units in the City as well
as adjoining cities.
a: (9293) Imarch lagstsfty
Page 3
ReCEIVED
MAR 1 6 1993
PUBLIC WORKS
T JKM Transportation Consultants
4637 Chabot Drive, Suite 214
Pleasanton, CA 94588-2754
Memorandum
Phone: (510) 463-0611
Fax: (510) 463-3690
March 16, 1993
Project No.: 157-001 Task 8
To: Mr. Mehran Sepehri
From: Carl D. Springer and Christopher S. Kinzel
Subject: 1992 Traffic Safety Study
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 1992 traffic safety analysis has found that:
. The total number of reported accidents has increased slightly over 1991 levels,
but still represents a seven percent reduction compared to the previous three-
year average.
;-.....~ Three roadway segments and six intersections were found to have accident
rates that are higher than the State average for these types of facilities.
. 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,
or are currently being improved.
Accident Trends
The 1992 reported accidents were totalled by severity and compared to the previous accidents
for 1989 through 1991. The resulting accident trends are listed in Table 1.
Both property damage and injury accidents have slightly increased over last year. However,
the total number of accidents decreased 7 percent compared to the previous three-year
average. Property damage only accidents are 9 percent higher than the three-year average,
but recorded injury accidents decreased by 67 percent over last year. (Changes in definition
and recording of injury accidents may have contributed to the apparent decrease.) There
were no fatal accidents.
::: --:.':O~1
~;
I
',C'I ............ ~.._..~--,-_.~.___
-... ~- -. -,~-"
~F'Rc., SAfETi ~L:(
Mr. Mehran Sepehri
City of Dublin
Page 2
February 25, 1993
Table I
Traffic Accidents By Year
Number of Accidents Three- 1992
Year
Accident Type Average %
1989 1990 1991 Total Change
Property Damage Only 202 179 207 196 214 +9%
Injury 73 72 16 54 18 -67%
Fatal 0 0 0 0 0 N/A
Total Accidents 275 251 223 250 232 -7%
Method for Selecting High Accident Locations
High accident locations were selected by reviewing the 1992 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.
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
pre.pared by T JKM for the City. The length of a
road~ay segment was interpreted to be the distance
(in miles) between adjoining intersections.
Typically, roadway segment calculations are more
appropriate for rural settings where there are longer
(Eqn. 1) R<>a<!way Segment Rate
distances between major intersections. When
applied to short segments, the resulting accident
rates can be artificially high compared to State averages.
AccidentRate Accidentsx 1 ,000,000
ADTxMilesx365
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 facility type with the standard rates published in
Caltrans' 1990 Accident Data on California State
Highways. In order to select study locations for the
(Eqn. 2) ¡nterBeclicn Rate
traffic safety study, the ratio of the calculated rate
for a given location to the Caltrans rate for similar
facilities was taken.
AccidentRate = Accidentsx 1 ,000,000
ADTx365
Mr. Mehran Sepehri
City of Dublin
Page 3
February 25, 1993
1992 High Accident Locations
Table II indicates the nine high accident locations (five were intersections, four were roadway
segments) in 1992 ranked by the ratio described above. Other locations that had three or
more reported accidents, but lower than average accident rates are also listed. Collision
diagrams, included in Appendix A, were prepared for the high accident locations.
Table II
Summary of 1992 Accidents
For Roadway Segments and Intersections
Length State
Location Accidents ADT (fL) Rate" Rate~ Ratio'
Road Segmentsd
Sierra Ln., Sierra Ct to Dougheny Rd. 3 4,500 1,450 6.8 3.70 1.84
Dougherty Rd., Houston PI. to Sierra Ln. 3 14,500 350 8.1 4.50 1.80
Village Pkwy., Lewis Ave. to Dublin BI. 4 17,100 750 4.6 4.50 1.02
"'i5~¡;ï~'Ï3ï":"õ~¡;ï~'CL"¡¡;'Ò~¡~' 'pï:U:i' ........ .......... .............................. ....·2(ÖÖÖ.. ...................... .................. .................. .....................
3 750 2.4 4.50 0.53
Intersections
Amador Valley BI./Dougherty Rd. 6 14,200 1.16 0.34 3.41
Dougherty Rd./I-580 WB Off-Rampsf 13 44,200 0.81 0.34 2.38
Doughctty Rd.JDublin 81. 18 46,375 1.06 0.70 1.51
Dublin BI./Regional St. 12 33,700 0.98 0.70 1.39
Dublin BI./Go1den Gate Dr. 8 27,150 0.80 0.70 1.15
Amador Valley BI./Regional St. 3 22,700 0.36 0.34 1.06
.. ·6'{;bijp·Bï.ïVüï~g~··¡;~ÿ:····""·"· ............... ...... ...... .... .............................. ................... ...................... .................. .................. .....................
8 32,310 0.68 0.70 0.97
Amador Valley Bl./San Ramon Rd.· 9 36,650 0.67 0.70 0.96
Amador Plaza Rd.JDublin BI." 6 28.100 0.58 0.70 0.83
Amador Valley BI.NilIage Pkwy.· 6 33,000 0.50 0.70 0.71
Dublin Bl./San Ramon Rd." 11 61,125 0.49 0.70 0.70
Dublin BI./Sierra Ct/Civic Plaza" 4 25,350 0.43 0.70 0.61
a. The aœident rate is measured in accidents per million vehicles for intersections and per million vehicle-nùles for
roadway segments.
b. Accident rates àre categorized on the basis of facility size, configuration, type of control and area density. All
intersections are in the "Urban" category.
c. Ratio = Calculated Rate/CaltTans Rate
d. Road segment rates calculated for length of roadway between adjacent intersections.
e. Three or more accidents occurred at this facility in 1992, but the facility's accident rate was below the statewide
average.
f. This intersection is located inside City limits but falls under Caltrans' jurisdiction.
Mr. Mehran Sepehri
City of Dublin
Page 4
February 25, 1993
Roadway Traffic Safety Improvements
1. Sierra Lane between Sierra Court and Dougherty Road (Collision Diagram 1)
Of the three accidents recorded on this roadway segment, one involved an unsafe
backing maneuver, one involved an illegal U-turn, and one involved an unsafe passing
maneuver. No accident pattern is discernible at this location.
Recommendations: None.
2. Dougherty Road between Houston Place and Sierra Lane (Collision Diagram 2)
All three of the recorded accidents at this location were broadside collisions involving
vehicles southbound on Dougherty Road and vehicles exiting driveways on the west side
of Dougherty Road. Two of the accidents, during the a.m. peak period, were directly
related to vehicle queues extending back from the southbound approach to the
Dougherty RoadJDublin Boulevard intersection. It is expected that operational
improvements currently under construction at that intersection will cause it to operate
more efficiently, possibly resulting in reduced queue lengths on all approaches. In
addition, the City plans to install a traffic signal at the intersection of Dougherty Road
and Sierra Lane. The signal, along with planned improvements to Dougherty Road,
should result in improved traffic flow.
Reçommendations: Continue to monitor this roadway segment in conjunction with the
Dougherty RoadJDublin Boulevard improvements.
3. Village Parkway between Lewis Avenue and Dublin Boulevard (Collision Diagram 3)
--.Q_fthe four recorded accidents on this roadway segment, three involved vehicles entering
or exiting driveways. However, no pattern is distinguishable that could be solved
through additional traffic control measures.
Recommendations: None.
Intersection Traffic Safety Improvements
1. Dougherty Road and Amador Valley Boulevard (Collision Diagram 4)
Five of the six accidents at this signalized intersection occurred on the Amador Valley
Boulevard approach to the intersection. Four of them were rear-end collisions involving
right turning vehicles waiting at a red light; in each case the accident occurred when the
foremost vehicle inched forward (waiting for a gap in Dougherty Road traffic), stopped,
and was subsequently struck from behind by a driver who failed to realize that the
vehicle had stopped.
Mr. Mehran Sepehri
City of Dublin
Page 5
April 7, 1993
IS The 85th-percentile speedl of southbound traffic on Dougherty Road approaching this
intersection is 50 rnph. Speeds as high as 57 rnph have been recorded. Drivers on
Amador Valley Boulevard making a right turn facing a red light must exercise caution
due to the high speeds of oncoming vehicles, as well as sight distance obstructions (a
wall, a bush, and an upward-sloping sidewalk) on the northwest corner of the
intersection. They must inch forward into the intersection to determine if it is safe to
complete their turns. Inattention by drivers behind them causes accidents.
Recommendations: Trim the bushes on the northwest corner of the intersection to
improve sight distance, and continue to monitor the intersection.
2. Dougherty Road and 1-580 Westbound Off-Ramp (Collision Diagram 5)
Four of the 13 recorded accidents involved northbound vehicles on Dougherty Road
running red lights and striking westbound left-turning vehicles. One additional
accident, involving a northbound vehicle striking the median, was also speculated by
the reporting officer to be attributable to the motorist running a red light. Historically,
many of the accidents at this intersection have been related to motorists running red
lights. It has been determined that the most likely cause of this phenomenon is that,
due to the northbound downhill grade of Dougherty Road in this vicinity, the signal
heads at Dublin Boulevard become visually aligned with those at the ramps as a driver
approaches the intersection. If the signals at Dublin Boulevard are green, drivers can
become confused and perceive that the signals at the ramp are green. It is possible that
one of the two recorded northbound rear-end collisions also was related to this
phenomenon.
_, Recent improvements to the signals at the interseciion of Dublin BoulevaId and
--....
_ Dougherty Road may have eliminated the problem. Programmed Visibility (P- V) signal
heads have been installed to prevent motorists at the Dougherty Road/l-580 intersection
from seeing the signall:eads at Dougherty RoadID1.lblin Boulevard.
Of the remaining five accidents at the intersection, three were rear-end collisions
involving southbound vehicles striking vehicles in queue. AB mentioned above, this type
of accident is common at signalized intersections. It may be that the upward slope of
this particular intersection contributes to drivers' inattentiveness to vehicles directly in
front of them.
It should be noted that although this intersection is within City limits, it is within State
right-of-way.
Recommendations: Continue to monitor the accident situation at the intersection,
particularly on the northbound approach.
3. Dougherty Road and Dublin Boulevard (Collision Diagram 6)
Of the 18 accidents recorded at this location, 11 were rear-end collisions. The majority
! The 85'h.percentile speed of a roadway segment is defined as the speed at or below which 85 percent of
vehicles on the segment travel. It is a standard i '\dic~wr of existing speed conditions.
Mr. Mehran Sepehri
City of Dublin
Page 6
April 7, 1993
of these (7 accidents) occurred in the Dublin Boulevard eastbound right-turn lanes. As
Table II illustrates, DQugherty RoadlDublin Boulevard is the busiest intersection in the
City of Dublin (handling approximately 46,000 vehicles per day). Significant queues
develop during pea..1.t periods on the three major approaches to the intersection
(northbound, southbound, and eastbound). At busy intersections such as this, rear-end
collisions are common. Seven of the collisions were caused by driver inattentiveness.
None of the rear-end collisions are attributable to intersection design or control
measures; they are a consequence of the high-volume demand at the intersection.
Current design improvements at the intersection should increase operational efficiency
of the intersection and will likely result in decreased queuing.
Recommendations: Continue to monitor intersection performance with improvements
in place.
4. Dublìn Boulevard and Regional Street (Collision Diagram 7)
Nine of the 12 accidents recorded at this intersection were rear-end collisions (1 of the
9 involved a bicycle and a motor vehicle, the rest involved motor vehicles): 3 on the
southbound approach, 2 on the westbound approach, and 4 on the eastbound approach.
Accidents of this type are common at signalized intersections, and are generally caused
by driver inattention.
Recommendations: Continue to monitor intersection performance.
5. Dublin Boulevard and Golden Crate Drive (Collision Diagram 8)
Of the eight accidents recorded at this intersection, five were rear-end collisions: two
-.....
_ on the westbound approach, two on the northbound approach, and one on the eastbound
approach. No systematic cause can be identified, other than driver inattention. One of
the rear-end accidents was indirectly related to the bus stop on the southwest corner
(see Collision Diagram 8). A stopped bus blocked the view of a northbound driver
turning right on red, compelling the driver to inch out into the intersection for a clearer
vi.ew. The driver was struck frorn behind by a motorist who was unaware that the
driver had stopped. Since only one accident of this type occurred, it is not deemed that
the bus stop contributes to a safety problem.
Of the remaining three accidents that occurred at the intersection, no pattern was
discernible.
Recommendations: None.
6. Amador Valley Bouleuard and Regional Street (Collision Diagram 9)
Of the three accidents at this intersection, one was attributable to a motorist failing to
stop at the traffic signal, one was caused by an improper turn, and one was a swerve
caused by an improper lane change. The accidents yield no discernible pattern.
Recommendations: None.
pjp
151·001
92SAFETY.IK2
APPENDIX A
COLLISION DIAGRAMS
-.....-
ACC
DATE
TIME
LEGEND:
1
2
3
03-20-92
04-14-92
08-14-92
j:
-0-
-0-
:()
. () .
~IKE
~
(L)
(0)
o
o
~
.
[þ
~
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
LOCATION:
Sierra Lane between
Sierra Ct. and Dougherty Rd.
PERIOD COVERED:
01-01-92 to 12-13-92
DATE COMPILED: 2-23-93
Collision Diagram [1J
íì
likM
North
157.oo1T8 - 2/93 - K2
ACC DATE
1 03-11-92
2 07-29-92
3 09-22-92
TIME
LEGEND:
j:=
-0-
--+0-
:()
4 () .
~BIKE
~
(L)
Houston PI.
(D)
o
o
ø
.
[þ
-.....-
"0
a:
>-
t::
( )
or.
C)
:¡
o
o
~
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
CITY OF DUBLIN
LOCATION:
Dougherty Rd. between
Houston PI. and Sierra Ln.
PERIOD COVERED:
01-01-92 to 12-13-92
Sierra Ln.
Collision Diagram [I]
íì
ljkM
North
157.()()1T8· 2'93· K2
ACC
DATE
1
2
3
4
03-04-92
05-18-92
10-18-92
10-28-92
TIME
LEGEND:
-.....-
1:=
-0-
-0-
:()
. () .
~IKE
-0--
(L)
(D)
o
o
~
.
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
"2/V4.
CITY OF DUBLIN
LOCATION:
Village Pkwy. between
Lewis Dr. and Dublin Blvd.
PERIOD COVERED:
01-01-92 to 12-13-92
íì
likM
Collision Diagram W
North
157.{)Q1TB - 2193 - K2
ACC
DATE
TIME
1
2
3
4
5
6
01-04-92
02-20-92
06-18-92
08-05-92
11-10-92
12-28-92
LEGEND:
-Z=
-+0-
-0-
: ()
~
~BIKE
~
(L)
(D)
o
o
~
.
CÞ
"/.-111-+
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
CITY OF DUBLIN
Collision Diagram 0
LOCATION:
Amador Valley and Dougherty Rd.
PERIOD COVERED:
01-01-92 to 12-13-92
DATE COMPILED: 02-22-93
íì
likM
North
'57.00 118 . 3/93 . K2
ACC DATE TIME LEGEND:
1 01-17-92 -Z= Right Angle
2 02-22-92
3 03-02-92 Left Turn
4 04-14-92 -0- Rear-End
5 04-23-92
6 05-26-92 -0- Head-On
7 07-06-92 ;-n- Side Swipe, Rear-End
8 07-22-92 ~ Side Swipe, Head-On
9 09-08-92
10 10-02-92 ~BlKE Pedestrian, Bicycle
11 11-20-92 ~ Backing
12 12-09-92
13 12-11-92 (L) Daylight
"0 (D) Darkness
a: 0 Property Damage
>-
t:: D Fixed Object
( )
.r: @ Injury
0>
:J
0 . Fatal
0
[þ Parked Car
"ZN4 Out of Control
"0
a:
"0
~
C';1
>-
c-
o
J:
CITY OF DUBLIN
"---
LOCATION:
1-580 Off Ramp and Dougherty Rd.
PERIOD COVERED:
01-01-92 to 12-13-92
DATE COMPILED: 02-22-93
Collision Diagram W
íì
North
likM
157-OO1TB· 3.93· K2
ACC DATE
1 01-10-92
2 03-05-92
3 04-04-92
4 05-21-92
5 07-22-92
6 08-28-92
7 09-23-92
8 09-26-92
9 10-01-92
10 10-06-92
11 10-28-92
12 11-03-92
13 11-06-92
14 11-10-92
15 11-16-92
16 11-17-92
17 11-22-92
18 12-28-92
TIME
15:52 (L)
17:42 (01
17:56 (0)
15:05(U
15:45 (L)
18:05 (0)
20:42 (0)
06:30 (0)
18:50 (0)
,.
i
~<H .'.
OJ '., " '.' . ',.'
8 ..... H.
..: ..... '..
<J . .
. r1.
. (.J ,
.'
'.
.
,
)
...
LEGEND:
j:
-0-
-0+--
:0
. () .
~IKE
---0«+
(L)
(D)
o
o
ø
.
[þ
~
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
Dublin Blvd.
:.....«.:.:..
. '. '. . .'
'.
.......
Collision Diagram [§]
. ".. '.. --- '..
,:. .' .' :.. ......., . . ....
. . .'. .'. .' .18 . .' /
'.:'. . ij- . . :.
..... . . .., . ..... , . ".: . '.
.' ..' . ....
. ..... . . ". - . .
.'. . ". ....
.. -~"'s_ '~l)-- .'. Q: . .':". ."
.' ~.·':""3 12{)- -0-. . .~17 :'.' l.T "<' ..
.~ .4 '<~ ..
>9j~ '.
..' ..t( CITY OF DUBLIN
'0 '.. .' .'.l.
a:: . . .
~ '. .' '.. ...... . LOCATION:
~ .' '. . >
OJ .'. .
ð ..' ..... ':' .'
o c. "
'. .
. . :... 01-01-92 to 12-13-92
. '.' '" DATE COMPILED: 02-22-93
. '. .... '
. '.
. .
.. ,
L····.·. '.
...:..'........:..........,.. '.
....'..:.....,.......:. ..... .
. .' . ..' .
. .
. .' '.
".
.
Dublin Blvd. and Dougherty Rd.
PERIOD COVERED:
íì
ljkM
North
157-OOITB· 3193 - K2
ACC DATE TIME LEGEND:
1 01-28-92 ~ Right Angle
2 02-20-92
3 04-25-92 Left Turn,
4 04-26-92 -0- Rear-End
5 05-07-92
6 07-10-92 -0- Head-On
7 08-28-92 : () Side Swipe, Rear-End
8 09-07-92 4 () . Side Swipe, Head-On
9 10-07-92
10 10-14-92 ~IKE Pedestrian, Bicycle
11 10-20-92 ~ Backing
12 11-25-92
(L) Daylight
(D) Darkness
0 Property Damage
0 Fixed Object
ø Injury
. Fatal
0> Parked Car
~ Out of Control
Dublin Blvd.
C1TY OF DUBLIN
U5
co
c
.2
0)
<l>
a:
LOCATION:
Dublin Blvd. and Regional St.
PERIOD COVERED:
01-01-92 to 12-13-92
DATE COMPILED: 02-22-93
Collision Diagram [1]
íì
ljkM
North
157-00118 - 3i93 - K2
ACC DATE TIME LEGEND:
1 03-10-92 j:= Right Angle
2 04-29-93
3 05-07-92 Left Turn.
4 08-02-92 -0- Rear-End
5 08-20-92
6 09-30-92 -0- Head-On
7 10-11-92 = () Side Swipe, Rear-End
8 11-30-92 .. () . Side Swipe, Head-On
9 12-21-92
~IKE Pedestrian, Bicycle
~ Backing
(L) Daylight
(D) Darkness
0 Property Damage
0 Fixed Object
ø Injury
. Fatal
0> Parked Car
~ Out of Control
CITY OF DUBLIN
..:
a
Q)
ro
(j
t:
Q)
'C
o
(j
LOCATION:
Dublin Blvd. and Golden Gate Dr.
PERIOD COVERED:
01-01-92 to 12-13-92
DATE COMPILED: 02-22-93
íì
ljkM
Collision Diagram ~
North
157-OO1T8 -3193 - K2
ACC DATE
1 04-03-92
2 07-21-92
3 10-24-92
TIME
,..' ..,.. .. ,
. ... .... ..... ......
. . . ,.'.:
.
'.'. .. . - .
. .
...
.., :. . .
.. .
.-....., . .. ....
.. . ...... . .:: .
.
. Amador Valley Blvd.
·
. .:. H> .. .
.'. :. .:.. .....H(
.':.......:'.......
. .
...
.
.. ..
3
. ,
. .. . .... .... ii
.
.
.. .. . . ,.i ,.
.
....
... .:.... .:..... ,'.
. ... ..
..' ...
.. ,.
... .... .
. . ... ..
. -- --..
..-
. ,.... -..
. ..
.. ...- .-.
--. .... '.. ,
.'. ...' .....:.-
.,. .....
, ..
~..
.
. .
, ..
. .
. .
LEGEND:
1=
-0-
-0-
:()
~
~IKE
-()«<+
(L)
(0)
o
o
ø
.
D>
-1-'V4
.J1
. .
.. '
« .
" .
.- ,.
· ......:...., ......
l
-
(f)
ro
t:
o
C)
Q)
a:
. .
.
..
. ..
.
-....
·
,
'\ <
. ...:
.
.. :
. ..: ..
. . .., .
-.. ....
-
.
Collision Diagram []]
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
." ..
...- ...,
--
,.... ,.
- . '.
.. .
...
. ..
.
..
CITY OF DUBLIN
LOCATION:
Amador Valley and
Regional St.
PERIOD COVERED:
01-01-92 to 12-13-92
DATE COMPILED. 2-23-93
íì
ljkM
North
157-OOH8 - 3/93· K2
nICI.VID
MJ~R 1 ö 1993
PUBLIC WORK
T JKM Transportation Consultants
4637 Chabot Drive, Suite 214
Pleasanton, CA 94588-2754
Memorandum
Phone: (510) 463-0611
Fax: (510) 463-3690
March 2, 1993
Project No.: 157-001 Task 9
To:
Mr. Mehran Sepehri
From:
Carl D. Springer and Christopher S. Kinzel
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 1993 (used for 1992 analysis) during the p.m. peak hour at the
following intersections:
· ~--san Ramon Road/Amador Valley Boulevard
· Dublin Boulevard/Regional Street
· San Ramon RoadJDublin Boulevard
· 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 RoadJDublin
Boulevard serve as gateways to the City, but their operation is very much affected by through
traffic with origins and destinations outside of Dublin.
Analysis
Table I indicates the total volume entering each intersection from 1987 through 1992. For
each intersection, the annual growth rate was calculated between 1991 and 1992 as well as
from 1987 to 1992.
~
-..- .--' ~-~_. ----
1))u)f.)-ro~N l tJí~\Q\) /Y)0¡01 fòe.\f\.X:J.
Mr. Mehran Sepehri
Page 2
March 2, 1993
TABLE I
COMPARISON OF TOTAL INTERSECTION PEAK HOUR TRAFFIC
Annual
Growth Rate
Volume (vehicles per hour) (percent)
Intersection Since Since
1987 1988 1989 1990 1991 1992 1991 1987
San Ramon RdJ NC 3,692 3,389 3,320 3,300 3,396 2.91 n
Amador Valley Blvd.
Dublin Blvd.! 3,094 3,271 3,285 3,630 2,995 3,353 11.95 1.67
Regional St.
San Rarnon RdJ 5,643 5,884 5,945 5,465 5,890 6,560 11.37 3.25
Dublin Blvd.
Dublin Blvd.! 3,023 3,148 3,259 2,926 2,757 3,122 13.24 0.65
Village Pkwy.
Dublin Blvd.! 3,528 3,853 4,054 4,360 4,475 4,082 -8.78 3.14
Dougherty Rd.
Note: NC = not counted
Figure 1 graphically illustrates the volume growth trends contained in Table I. Four of the
five intersections studied show traffic growth over last year: San Ramon Road/Amador Valley
Bou~ard, Dublin BoulevardlRegional Street, and Dublin BoulevardIVillage Parkway. The
interseètion of Dublin Boulevard and Dougherty Road showed an 8.78 percent decrease in
traffic over last year.
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 shows a comparison of the
levels of service for 1988, 1989, 1990, 1991, and 1992. (Detailed level of service calculation
sheets are attached.)
As the table indicates, each intersection at which traffic growth occurred in 1992 experienced
a consequent increase in overall volume-to-capacity ratio. Three of these intersections (San
Ramon RoadJDublin Boulevard, Dublin BoulevardlRegional Street, and Dublin Boulevard/
Village Parkway) also experienced a drop in level of service. Of these three intersections,
only the intersection of San Ramon RoadlDublin Boulevard dropped below the threshold of
acceptability (LOS D). Decreased traffic volumes at the intersection of Dougherty Road and
Dublin Boulevard resulted in an improved level of service.
Some of the traffic increase on Dublin Boulevard is attributable to new retail development
in Enea Plaza on Amador Plaza Road. To access major destinations, traffic from this area
must travel Dublin Boulevard to San Ramon Road to 1-580 (or Dublin Boulevard to
Dougherty Road to 1-580). Future planned "hook ramps" from 1-680 to this area of the City
should reduce the impact of non-local traffic on Dublin Boulevard/San Ramon Road as well
as Dublin BoulevardIDougherty Road.
Mr. Mehran Sepehri
Page 3
March 2, 1993
TABLE II
INfERSECTION LEVELS OF SERVICE
1988 1989 1990 1991 1992
Intersection V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS
San Ramon RdJ 0.73 C 0.71 C 0.66 B 0.65 B 0.66 B
Amador Val1ey Blvd.
Dublin Blvd.! 0.72 C 0.75 C 0.85 D 0.65 B 0.73 C
Regional St.
San Rarnon RdJ 0.94 E 0.96 E 0.89 D 0.89 D 0.92 E
Dublin Blvd.
Dublin Blvd.! 0.82 D 0.74 C 0.67 B 0.62 B 0.71 C
Vmage Pkwy.
Dublin Blvd.! 0.90 D 0.80 C 0.85 D 0.87 D 0.79 C
Dougherty Rd.
Notes: V/C = Volume-to-Capacity Ratio
LOS = Level of Service
Future widening projects on Dublin Boulevard (not yet funded) should increase capacity and
improve the level of service at the intersection of Dublin Boulevard and San Ramon Road.
Conclusions
-.....-
Of the five intersections studied, only one of them, Dublin Boulevard/San Ramon Road, is
currently operating below the City of Dublin's level of service standard of acceptability.
Widening Dublin Boulevard would increase capacity at this intersection and thereby improve
its level of service. It is recommended, therefore, that the City continue to pursue funding
for these improvements.
CSK/rhm
Attachment
157-001M.AK2
7(0) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
65Cû ------------------------------
6ŒX) -------------------------
5S(X)
--
&.
a.
>
':::' 500J
:J
o
::I:
~
~
CÞ
Õ 4500
:E
CÞ
>
4(0)
35ro
3(0)
25ro
1987
- - - - -- - - - - - - - - - - - - - - - - -- -------
-.....-
,
,
---------,-----
..
-----------
1988
1989
1990
1991
1992
Year
City of Dublin
1992 Traffic Monitoring Study
Peak Hour Intersection Volume Trends
- -.. - San Ramon/Amador Valley
--f:r- DublinJRegional
-x- San RamonJDublin
. Dublin/VilIage
---0---- Dublin/Dougherty
ikM
FIGURE
1
157-OO1-T9 -:yg:¡ - K2
TJKM
TJKM INTERSECTION CAPACITY ANALYSIS
3/9/93
INTERSECTION # 1 SAN RAL"1JN RD. IAMADOR VAU.EY DUBLIN
COUNT TAKEN 02118/92 4:00-6:00 PM PEAK HOUR: 4:45- 5:45PM
CONDITION: A.M. Existing (1992)
RIGHT TIffiU lEFT
34 557 413 ^
I I I I
I I I NORTH
<--- v ---> I
40 1.0 1.0 3.0 2.0 1. 9 --- 535 RIGHT
lEFT
THRU
27 ---> 1.0 (NO. OF lANES) 1.1<--- 46 THRU
17 1.0 1.0 2.0 1.0 2.1 --- 312 lEFT
<--- ---> I
v I I v
I I
149 825 441
LEFT THRU RI G..8T
RIGHT
STREET NAME:
SAN RAM)N RD.
SPLIT PHASE? N
STREET NAME:
AMAOOR VALlEY
SPLIT PHASE?
Y
MJVEMENT
ORIGINAL ADJUS1ED
VOLŒ1E VOLUME * CAPACITY
vlC
PATIO
CRITICAL
VIC
------------------------------------------------------------------------
NB RIGHT (R)
THRU (T)
LEFT (L)
441
825
149
274 *
825
149
1500
3300
1500
0.1827
0.2500
0.0993
0.2500
------------------------------------------------------------------------
S8 RIGHT (R)
THRU (T)
LEFT (L)
34
557
413
o *
557
413
1500
4950
2700
0.0000
o . 1125
0.1530
------------------------------------------------------------------------
0.1530
EB RIGHT (R)
THRU (T)
-.....- LEFT (L)
17
27
40
o *
27
40
1500
1650
1500
0.0000
0.0164
0.0267
------------------------------------------------------------------------
0.0267
~'V13 RIGHT (R) 535 535 1650 0.3242
THRU (T) 46 46 1500 0.0307
lEFT (L) 312 312 2700 o . 1156
T + L 358 2700 o . 1326 0.1326
VOLUME-TO-CAPACITY PATIO FOR THE INTERSECTION: 0.56
ADJUSTMENT FOR LOST YEllO~'¡ TIME: 0.10
------------------------------------------------------------------------
TOTAL VOLUME-TO--c.APACITY PATIO:
INTERSECTION lEVEL OF SE.f:\VICE:
0.66
B
* ADJUSP'.J) FOR RIGHT TURN ON RED
INT=D:..1992.INT,VOL=D:..1992EX.PMV,CAP=...VCCAP.TAB
Developed by TJKM Transportation Consultants, Pleasanton, CA, 1992 YY
TJKM
TJKM INTERSECTION CAPACITY ANALYSIS
DUBLIN
PEAK HOUR: 4:45- 5:45PM
INTERSECTION # 2 REGIONAL ST./DUBLIN BLVD.
COUNT TÞ~ 02/18/92 4:00-6:00 PM
CONDITION: A.M. Existing (1992)
3/9/93
RIŒT THRU lEFT
287 50 109
I I I
^ I I I
<--- v --->
lEFT 323 1.0 1.0 1.0 1.0 1.1 116 RIŒT
THRU 889 ---> 2.0 (NO. OF LANES) 3.1<--- 1030 THRU
RIŒT 142
1.0
1.0 1.1
<---
I
I
221 81
lEFT THRU
1. 1 1. 0 ---
---> I
I v
I
43
RIŒT
v
STREET NAME: REGIONAL ST.
I
NORTH
STREET NAME:
DUBLIN BLVD.
62 lEFT
SPLIT PHASE?
N
SPLIT PHASE? N
MJVEMENT
ORIGINAL ADJUSTED
VOLUME VOLUME * CAPACITY
V/C
RATIO
ŒITICAL
v/C
---------------------------------------------------------------------~--
NB RIŒT (R) 43 43 1500 0.0287
THRU (T) 81 81 1500 0.0540
lEFT (L) 221 221 1500 0.1473 0.1473
T + R 124 1500 0.0827
-
------------------------------------------------------------------------
SB RIŒT (R) 287 46 * 1500 0.0307 0.0307
THRU (T) 50 50 1650 0.0303
lEFT (L) 109 109 1500 0.0727
------------------------------------------------------------------------
EB RIŒT (R)
-.....- THRU (T)
lEFT (L)
142
889
323
o *
889
323
1500
3300
1500
0.0000
0.2694
0.2153
0.2153
------------------------------------------------------------------------
1(,1£3 RIŒT (R)
THRU (T)
lEFT (L)
T + R
116
1030
62
116
1030
62
1146
1500
4800
1500
4800
0.0773
0.2146
0.0413
0.2388
0.2388
0.63
0.10
VOLUME-TO-CAPACITY RATIO FOR THE INTERSECTION:
ADJUSTMENT FOR IDST YELlDW TIME:
------------------------------------------------------------------------
TOTAL VOLUME-TO-CAPACITY RATIO:
INTERSECTION LEVEL OF SERVICE:
0.73
C
* ADJUSTED FOR RIŒT WRN ON RED
INT=D: . .1992. INT, VOL=D: . . 1992EX.PMV, CAP=. . .VCCAP. TAB
Developed by TJKM Transportation Consultants, Pleasanton, CA, 1992 YY
TJKM
TJKM INTERSECTION CAPACITY ANALYSIS
3/9/93
INTERSECTION # 3 SAN RAMJN RD. /DUBLIN BLVD.
COUNT TAKEN 02/25/92 4:00-6:00 PM
CONDITION: A.M. Existing (1992)
DUBLIN
PEAK HOUR: 4:45- 5:45PM
RIGHT THRU LEFT
183 730 214 ^
I I I I
^ I I I ^ NORTH
I <--- v --->
LEFT 175 --- 2.1 1.0 3.0 2.0 1.0 233 RIGHT
STREET NAME:
THRU 184 ---> 2.1 (NO. OF LANES) 1. 0<--- 204 THRU DUBLIN BLVD.
RIGHT 310 1.0 2.0 3.0 2.5 2.0 --- 1118 LEFT SPLIT PHASE?
I <--- ---> I Y
v I I v
I I
366 1632 1211
LEFT THRU RIGHT
STREET NAME: SAN RAM)N RD.
SPLIT PHASE? N
------------------------------------------------------------------------
MJVEMENT
ORIGINAL ADJUSTED
VOLUME VOLUME* CAPACITY
V/C
RATIO
CRITICAL
V/C
NB RIGHT (R)
THRU (T)
LEFT (L)
------------------------------------------------------------------------
1211
1632
366
13 *
1632
366
2700
4950
2700
0.0048
0.3297
0.1356
0.3297
SB RIGHT (R) 183 54 * 1500 0.0360
THRU (T) 730 730 4950 0.1475
LEFT (L) 214 214 2700 0.0793 0.0793
------------------------------------------------------------------------
EB RIGHT (R) 310 128 * 1500 0.0853 0.0853
THRU (T) 184 184 3150 0.0584
-.....- LEFT (L) 175 175 2700 0.0648
T + L 359 4350 0.0825
------------------------------------------------------------------------
WE RIGHT (R)
THRU (T)
LEFT (L)
233
2.04
1118
94 *
204
1118
1500
1650
2700
0.0627
0.1236
0.4141
0.4141
0.91
0.01
------------------------------------------------------------------------
VOLUME-TO-cAPACITY RATIO FOR THE INTERSECTION:
ADJUSTMENT FOR LOST YElJDW TIME:
TOTAL VOLUME-TO-cAPACITY RATIO:
INTERSECTION LEVEL OF SERVICE:
0.92
E
* ADJUSTED FOR RIGHT TURN ON RED
INI'=D:. .1992.INI',VOL=D:. . 1992EX.PMV,CAP=. . .VCCAP.TAB
Developed by TJKM Transportation Consultants, Pleasanton, CA, 1992 YY
T JKM:
TJKM: INTERSECTION CAPACITY ANALYSIS
3/9/93
INTERSECTION # 4 VIlLAGE PKWY. /DUBLIN BLVD.
COUNT TAKEN 02/19/92 4:00-6:00 PM
CONDITION: A.M. Existing (1992)
DUBLIN
PEAK HOUR: 4:30- 5:30PM
RIQIT THRU LEFT
198 24 453 ^
I I I I
^ I I I ^ NORTH
<--- v --->
350 2.0 1.0 1.0 2.0 1.0 417 RIQIT
lEFT
THRU
629 ---> 2.1 (NO. OF lANES) 2.0<--- 708 THRU
35 --- 1.1 1.0 1.0 1.0 1. 0 --- 37 LEFT
I <--- ---> I
v I I v
I I
146 90 35
lEFT THRU RIGHT
RIGHT
STREET NAME: VILIAGE PKWY.
SPLIT PHASE? Y
STREET NAME:
DUBLIN BLVD.
SPLIT PHASE?
N
MJVEMENT
ORIGINAL ADJUSTED
VOLUME VOLUME * CAPACITY
V/C
RATIO
QUTICAL
V/C
------------------------------------------------------------------------
NB RIGHT (R)
THRU (T)
lEFT (L)
35
90
146
o *
90
146
1500
1650
1500
0.0000
0.0545
0.0973
------------------------------------------------------------------------
0.0973
SB mGHT (R) 198 21 * 1500 0.0140
THRU (T) 24 24 1650 0.0145
lEFT (L) 453 453 2700 0.1678 0.1678
------------------------------------------------------------------------
EB RIQ-IT (R) 35 35 1500 0.0233
- ~ THRU (T) 629 629 3150 0.1997
-..... - lEFT (L) 350 350 2700 0.1296 0.1296
T + R 664 3150 0.2108
------------------------------------------------------------------------
WE RIQ-IT (R)
THRU (T)
lEFT (L)
417
7.08
37
211 *
708
37
1500
3300
1500
0.1407
0.2145
0.0247
0.2145
VOLUME-TO-cAPACITY PATIO FOR THE INTERSECTION:
ADJUSTMENT FOR IDST YELLOW TIME:
0.61
0.10
------------------------------------------------------------------------
TOTAL VOLUME-TO-cAPACITY BATIO:
INTERSECTION LEVEL OF SERVICE:
0.71
C
* ADJUSTED FOR RIGHT TURN ON RED
INI'=D:. .1992.INI',VOL=D:. .1992EX.PMV,CAP=.. .VCCAP.TAB
Developed by TJKM: Transportation Consultants, Pleasanton, CA, 1992 YY
TJKM
TJKM INTERSECTION CAPACITY ANALYSIS
3/9/93
INTERSECTION # 5 DOUQ-IERTY RD. /DUBLIN BLVD.
COUNT TAKEN 02/20/92 4:00-6:00 PM
CONDITION: A.M. Existing (1992)
DUBLIN
PEAK HOUR: 4:30- 5:30PM
RImT THRU lEFT
77 884 10 ^
I I I I
^ I I I NORTH
<--- v ---> I
lEFT 107 1.0 1.0 2.0 1.0 1. 0 --- 21 RImT
STREET NAME:
THRU 16 ---> 1. 0 (NO. OF lANES) 2.0<--- 27 THRU DUBLIN BLVD.
RIQIT 1010 2.5 2.0 2.1 1.1 2.0 --- 111 lEFT SPLIT PHASE?
<--- ---> I Y
v I I v
I I
847 939 33
LEFT THRU RIQIT
STREET NAME: DOUGHERTY RD.
SPLIT PHASE? Y
---------------------------------------------------------------------~--
MJVEMENT
ORIGINAL ADJUSTED
VOLUME VOLUME * CAPACITY
V/C
PATIO
CRITICAL
V/C
NB RIQIT (R) 33 33 1500 0.0220
THRU (T) 939 939 3150 0.2981
LEFT (L) 847 847 2700 0.3137 0.3137
T + R 972 3150 0.3086
------------------------------------------------------------------------
SB RImT (R) 77 0 * 1500 0.0000
THRU (T) 884 884 3300 o .2679 o .2679
lEFT (L) 10 10 1500 0.0067
------------------------------------------------------------------------
-~ RImT (R)
~ THRU (T)
LEFT (L)
1010
16
107
83 *
16
107
2700
1650
1500
0.0307
0.0097
0.0713
0.0713
------------------------------------------------------------------------
WE RImT (R)
THRU (T)
LEFT (L)
21
.27
111
o *
27
111
1500
3300
2700
0.0000
0.0082
o . 0411
0.0411
0.69
0.10
------------------------------------------------------------------------
VOLUME-TO-c.APACITY PATIO FOR THE INTERSECTION:
ADJUSTMENT FOR IDST YELLCW TIME:
TOTAL VOLUME-TO-cAPACITY PATIO:
INTERSECTION LEVEL OF SERVICE:
0.79
C
* ADJUSTED FOR RImT TURN ON RED
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