Item 3 - Exhibit 22 - TJKM Study
VISION THAT MOVES YOUR COMMUNITY
PLEASANTON SAN JOSE SANTA ROSA SACRAMENTO FRESNO
Corporate Office: 4305 Hacienda Drive, Suite 550, Pleasanton, CA 94588
Phone: 925.463.0611 Fax: 925.463.3690 www.TJKM.com
DBE #40772 SBE #38780
TECHNICAL MEMORANDUM
Date: November 4, 2019
To: Jessy Pu, Town of Los Gatos
From: Chris D. Kinzel, P.E.
Vice President
Subject: 16 Chestnut Driveway Analysis
TJKM has been retained to conduct an analysis of the residential driveway serving the single
family residence and guest house located at 16 Chestnut Avenue at its intersection with
Hernandez Avenue. The resident has requested approval to demolish the existing home
constructed in 1910 and replace it with a new home at about the same location on the 17,000
square foot lot. The resident proposes to retain the existing driveway, which enters the
intersection of Chestnut Avenue and Hernandez Avenue diagonally. The intersection is a T-
shaped intersection in which Chestnut Avenue tees into Hernandez Avenue. The intersection is
controlled with stop signs on all three approaches. The driveway that enters the intersection is
12 feet wide, both existing and proposed.
The Town objects to the retention of the driveway entering the intersection since Town of Los
Gatos Street Design Standard 2.21 requires a distance of at least 50 feet between an intersection
and the nearest driveway. From a practical standpoint this would require the driveway to be
relocated about 50 feet from the intersection onto Chestnut Avenue. The Town also raised the
issue of pedestrian safety related to a driveway entering directly into an intersection. It is further
noted that Town standards require a minimum driveway width of 14 feet and an angle of
intersection as close to 90 degrees as possible but no less than 75 degrees. At 16 Chestnut
Avenue the proposed driveway is 12 feet wide and the angle of intersection with both streets is
only about 30 degrees. This is because on the north side, the angle of intersection of Chestnut
Avenue and Hernandez Avenue is approximately 60 degrees and the existing driveway
approximately equally bisects the angle of the intersection. The resident has requested that the
Town obtain this traffic study to investigate where the driveway should be placed.
Existing Conditions
Previous collision history: Based on a review of the Statewide Integrated Traffic Records System
(SWITRS), TJKM found that there have been no reported traffic collisions at this intersection in
the past five years. The nearest collision was a DUI on Wissahickon Avenue, 270 feet south of
Hernandez Avenue, in 2017.
EXHIBIT 22
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VISION THAT MOVES YOUR COMMUNITY
Traffic Counts: TJKM conducted peak hour turning movement counts at this intersection on
October 15, 2019 from 7 to 9 a.m. and 4 to 6 p.m. The counts, along with level of service (LOS)
calculations, are included in Appendix A. Based on these counts, TJKM estimates the following
daily traffic counts: Hernandez east of Chestnut – 945 vehicles per day (vpd), Hernandez west of
Chestnut – 720 vpd, Chestnut south of Hernandez – 475 vehicles per day. During both peak
hours, the intersection operates at LOS A.
During the a.m. peak hour there were five pedestrians and two bicyclists using the intersection;
in the p.m. peak hour there were two pedestrians and two bicyclists using the intersection.
Roadway and Intersection Characteristics: The roadway characteristics near 16 Chestnut Avenue
are similar to those of the immediate neighborhood – there are no continuous curbs, sidewalks
or other walkways. Some properties have a clear shoulder area along their frontage that is
suitable for pedestrians, however these areas are also suitable for parallel parked vehicles and
are primarily used for that purpose. In some cases, adjacent properties have no walking or
parking areas due to vegetation growing to the edge of pavement.
Chestnut Avenue has a prevailing pavement width of about 24 feet, Hernandez to the east has
about 30 to 36 feet of pavement width, and Hernandez to the west has as little as 18 feet of
pavement in some areas.
Aside from the driveway in question there are a number of driveways in or near the intersection
that are less than 50 feet from intersection. There are two driveways on the north side of
Hernandez Avenue, one driveway on the south side of Hernandez Avenue, and one driveway on
the east side of Chestnut Avenue. The two driveways on the north side of Hernandez Avenue
permit motorists to enter the street in a forward direction while the other two driveways require
motorists to enter the street in a backing motion.
For the driveway in question, the home that is being reconstructed will increase from 2,573
square feet to 3,729 square feet. An existing 822 square foot guest house will not change and
also takes access from the single driveway serving the site. The existing home has a circular
driveway that wraps around a 60 inch diameter oak tree. The circular driveway allows motorists
to enter and exit the driveway in a forward direction. The current facility has no garage; the new
home will have a three-car garage that is positioned to allow movements to and from the
garage from the circular driveway. Motorists will continue to be able to enter and exit the site in
a forward motion with no backing into the street required. In addition to the three car garage,
there appears to be on-site parking for four additional vehicles.
The photos on the following pages illustrate roadway and driveway conditions at and near 16
Chestnut Avenue.
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VISION THAT MOVES YOUR COMMUNITY
Photo 1 – This shows the
existing driveway at 16
Chestnut. The house is in the
rear. Two pillars define the
driveway; 12 feet of pavement
is available.
Photo 2: The same driveway
looking from the inside of the
property to the intersection. In
the distance is the eastern
section of Hernandez Avenue.
Photo 3: This is the
approximate location of the
driveway if it were placed
about 50 feet from the
intersection on the west side
of Chestnut Avenue.
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VISION THAT MOVES YOUR COMMUNITY
Photo 4: Looking south on
Chestnut Avenue from the
approximate location of
the driveway if located 50
feet south of the
intersection.
Photo 5: Looking north on
Chestnut Avenue with 16
Chestnut located to the
left. The gap in vegetation
shows the approximate
location of a driveway
located 50 south of the
intersection.
Photo 6: Looking west on
Hernandez. The 16
Chestnut location is on the
far left. The pickup is near
a driveway in the
intersection; a second
driveway is in mid-photo
opposite the painted STOP
marking.
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VISION THAT MOVES YOUR COMMUNITY
Photo 7: Looking north on
Hernandez. The 16
Chestnut access is located
on the right side of the
photo. Driveway on left
near fire hydrant requires
backing into the street.
Photo 8: Looking east on
Hernandez toward
intersection. The vehicle
on the right is parked near
the guest house of 16
Chestnut.
Photo 9: Looking east on
Hernandez toward
intersection. 16 Chestnut
is on the right; the
driveway is between the
two bushes on the right.
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VISION THAT MOVES YOUR COMMUNITY
Photo 10: Looking north on
Chestnut. The driveway is
directly across the street
from 16 Chestnut. This
requires backing into the
street.
Photo 11: Looking north-
west on Chestnut. The
Pillar shown is for the 16
Chestnut driveway.
Photo 12: Looking north
on Chestnut into the
intersection. The 16
Chestnut driveway is
shown (in lighter color) on
the left.
7
VISION THAT MOVES YOUR COMMUNITY
Proposed Site Plan and Alternative Plan
The drawings on the following page shows the proposed site plan. A second drawing, prepared
by TJKM, shows an alternative plan that shifts the existing driveway approximately 50 feet to the
south where it will be more compliant with Town standards. In addition to allowing for a 14 foot
wide driveway instead of the current 12 feet, this configuration also creates a 90 degree
connection with Chestnut Avenue, instead of the current approximately 30 degrees.
The Alternate Site Plan is conceptual in that has not considered grades or utilities or other
factors. It is intended to demonstrate that a variation of the proposed plan can function on site
with few changes. The plan allows those entering the site to have convenient access to the
garage area by circling the center oak tree. The new driveway would require removal of more
shrubbery than the proposed plan, resulting in the house having less landscape screening from
Chestnut Avenue.
Discussion
Given the good traffic safety record of the intersection, the relative low traffic volumes in the
area, the very low pedestrian and bicycle traffic and, most importantly, the current all way stop
sign installation at the intersection, TJKM is of the opinion that the current driveway layout is
acceptable.
The alternative plan is also acceptable in that it meets the key Town standards and should
continue to produce safe operations in the area.
The most direct way in and out of the neighborhood from 16 Chestnut Avenue is to and from
the east on Hernandez Avenue. This is the simplest maneuver in and out of the diagonal
driveway. Approaching from the east, a motorist would stop at the stop sign, make sure traffic is
clear, and drive directly into the driveway. Leaving the site also is direct, especially given the
presence of the all-way stops. TJKM is not aware of the exact route the current homeowners
travel most frequently, but assume this one is important.
Since the applicants plan to continue to live in the upgraded home, no change in traffic
conditions in the area should occur.
10
VISION THAT MOVES YOUR COMMUNITY
Comparative Evaluation
In this section TJKM responds to points and questions raised by Town staff as they relate to the
two optional driveway locations.
1. Are pedestrians required to cross at intersections? How would that affect the two driveway
locations, particularly the diagonal driveway? In residential areas such as this, pedestrians
can lawfully cross the street at intersections or anywhere else along a street between
intersections. They just need to do so safely without walking in front of oncoming traffic.
Pedestrian traffic is light, since most pedestrians must walk in the street. Auto traffic and
pedestrians at either driveway location would have the same responsibilities to drive and
walk carefully.
2. How do Americans with Disability Act (ADA) requirements apply at the two locations?
The ADA was enacted in 1990 by Congress. As it relates to the 16 Chestnut Avenue
situation, ADA prescribes standardized ways to treat crosswalks, sidewalks, curb
depressions, etc. In this case it would only apply to the diagonal crosswalk since it is an
intersection, and not the alternative driveway and its location. Normally, ADA compliance
would include consistent connections with sidewalks near a crosswalk, with ramps
leading from the sidewalk to the street at an acceptable grade, constructed with visual
and tactile features so that sight-impaired pedestrians would know where the ramp ends
and the street begins. These ramps would connect with marked or unmarked crosswalks
leading to the other side of the street. At this 16 Chestnut Avenue location, there would
be two ramps, one to cross Chestnut in an east-west crosswalk and one to cross
Hernandez Avenue in a north-south direction.
To construct ADA-compliant ramps at this locations, the Town would presumably need
to require the home owner to install concrete sidewalks, curbs and gutters, at least near
the intersection likely requiring regrading of that portion of the lot and perhaps the
street to obtain proper drainage along the street. It would be impossible to have both
the diagonal crosswalk as proposed and the ADA-compliant ramps at the same
intersection.
From a practical standpoint, there are no other ADA compliant curbs, gutters and
sidewalks in the intersection or perhaps in the entire neighborhood. The two ramps
described would lead to marked or unmarked crosswalks that connect across the street
to, or very close to, other driveways and properties that would not seem to be able to
become ADA-compliant without major improvements with major property disruptions.
And, TJKM studies show that pedestrian traffic is low.
3. In the absence of ADA-compliant facilities near the diagonal driveway, please describe
what the pedestrian or ADA user may have to deal with standing in the middle of the
11
VISION THAT MOVES YOUR COMMUNITY
driveway with their back to an exiting vehicle, conflicting with ADA requirements in terms
of slope and landing area, possibly creating problems for the Town to improve in the future
to achieve ADA compliance. Although this diagonal driveway is very rare and unusual,
interactions between pedestrians and vehicles in a neighborhood setting are not
unusual. In this case, with slow moving vehicles at an all-way stop intersection and
infrequent conflicts with pedestrians, the safety issue would seem to be low. Elsewhere in
many portions of the neighborhood, pedestrians must walk in the roadway. It appears
unlikely that either the Town or especially the neighbors would consider making the area
ADA compliant a high priority.
4.Discuss the visibility exiting the diagonal driveway looking to the left considering the angle
of the driveway and the driveway having higher elevation than Hernandez, as well as the
roadway curve for eastbound Hernandez. A stop sign should not be considered as sight
distance improvement. If the all-way stop were not present, each of these factors would
be very important. But the all-way stop sign installation at this intersection has an
excellent safety record and is what makes the bad angle, elevation differential and a
curve down the street non-issues. It is likely that because of general low traffic volumes,
some motorists may use rolling stops at the intersections, but as is usually the case,
rolling stops typically occur when there are no peds or vehicles and a full stop is not
necessary from a safety standpoint.
5.Provide recommendations of the American Association of State Transportation Officials
(AASHTO) regarding driveways at intersections. AASHTO standards do not deal directly
with neighborhood streets, but AASHTO strongly supports clear sight distances near
driveways. AASHTO discourages driveways to be located within the functional area of an
intersection.
Recommendations
As noted in the discussion section and the Comparative Evaluation, a diagonal driveway as
proposed would not normally be considered at a location such as this. And, the alternative
location that would satisfy all of the Town’s standards and concerns would likely perform at least
as well. However, for the reasons described in the Discussion section, TJKM recommends that
the Town allow the proposed driveway design, essentially continuing the current situation. The
safety record is good, traffic and pedestrian volumes are low, and the presence of the all-way
stop seems to mitigate all of the non-standard features of the driveway. TJKM does recommend
that sight distance in the area be improved by removing vegetation near the driveway. As shown
in Photo 1, there are small bushes near both decorative entry columns bordering and defining
the driveway, which should be removed. In addition, there is a larger bush just to the south of
the southern column that should also be considered for removal. In general, vegetation in this
area should be kept clear of bushes with only tree trunks and ground cover allowed. This clear
area should begin about 25 feet west of the large olive tree near the intersection and extend
12
VISION THAT MOVES YOUR COMMUNITY
around the corner to about 50 feet south of the intersection. If such clear zones are established,
this driveway’s visibility would exceed many of those in the neighborhood.
If the driveway that meets the Town’s standards is chosen, the area with reduced vegetation
should extend about 25 feet (one car length) on either side of the new driveway.
TJKM considers that the retention of the existing driveway along with the recommended
selective improvement of sight distance will result in a safe design.
Please contact me if there are questions on this matter.
13
VISION THAT MOVES YOUR COMMUNITY
APPENDIX A
Existing Traffic Counts
And
Level of Service Calculations
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
2
2
0
3
0
0
1
8
51304112
3 1
Peak Hr 0 1 1 0 2 1 0
1 4 0 6 3 1Count Total 0 1 1 0 2 1
0 0 00000018:45 AM 0 0 0 0 0
0 0 0 0 0 0
0
8:30 AM 0 0 0 0 0 0 0 0
0 0 0 0 0 0
2 0
8:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 1
0 0 0
8:00 AM 0 0 0 0 0 0
0 0 3 0 3 0
0 0 1
0
7:30 AM 0 1 0 0 1 1 0 0
1 0 2 1 0 1
0 0 0
EB WB NB SB Total East
7:45 AM 0 0 1 0 1
0 1 1
-0%-HV%--0%0%0%
0 0
7:15 AM 0 0 0 0 0 0 1
0 0 0 0 0 0
West North South
7:00 AM 0 0 0
1
14 0 20 0 0 051164700
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
5%----2%6%0%-
Peak
Hour
All 0 0 14
0 0 25 0 34 0
0 0 0 0 2 0000001
0 117 0
HV 0 0 0 0 0
Count Total 0 0 19 6 1 30 68 0 0 0 183 0
22 96070000055003
0 0 0 14 101
8:45 AM 0 0 1 1
0 0 2 0 3 0
26 117
8:30 AM 0 0 0 0 0 4 5
0 3 0 0 0 0188002
0 0 0 34 110
8:15 AM 0 0 3 1
0 0 2 0 7 0
27 87
8:00 AM 0 0 3 2 0 3 17
0 6 0 0 0 00210005
0 0 0 30 0
7:45 AM 0 0 3 1
0 0 5 0 4 0
19 0
7:30 AM 0 0 5 1 0 3 12
0 2 0 0 0 0037004
0 0 0 11 0
7:15 AM 0 0 3 0
0 0 2 0 2 0
TH RT
7:00 AM 0 0 1 0 0 2 4
UT LT TH RT UT LT
Rolling
One HourEastboundWestboundNorthboundSouthbound
UT LT TH RT
Interval
Start
Hernandez Ave Hernandez Ave Chestnut Ave n/a 15-min
TotalUTLTTHRT
SB --
TOTAL 1.7%0.86
WB 1.6%0.80
NB 2.9%0.77
Peak Hour: 7:30 AM 8:30 AM
HV %:PHF
EB 0.0%0.79
Date: 10-15-2019
Peak Hour Count Period: 7:00 AM 9:00 AM
1
0
300
0
2
11 1N
Chestnut Ave
Hernandez Ave
Hernandez Ave
Chestnut AveHernandez Ave
117TEV:
0.86PHF:
47
16 64
35
1
2014342105
1419
61
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 4 0000300Peak Hour 0 0 1 0 0
3 0 0 0 6 0Count Total 0 0 1 0 1 0 1 0
0000000
0 3
8:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 4
8:30 AM 0 0 0 0 0 0
0 0 0 0 0 08:15 AM 0 0 0 0 0
0 0 0 0 0 6
6
8:00 AM 0 0 0 0 0 0 0 0
0 3 0 0 0 3
1 0
7:45 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 2 0
7:30 AM 0 0 1 0 0 0
0 1 0 0 0 0
0 0 0 0
7:15 AM 0 0 0 0 1
0 0 0 0 0 0
TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
2 0
Interval
Start
Hernandez Ave Hernandez Ave Chestnut Ave n/a 15-min
Total
Rolling
One HourEastbound
0 1 0 0 0 0010000
0 0 0 2 0
Peak Hour 0 0 0 0
0 0 0 0 1 0Count Total 0 0 0 0 0 1 0
0 0000000000000
0 0 0 0 1
8:45 AM 0 0 0 0
0 0 0 0 0 0
0 2
8:30 AM 0 0 0 0 0 0 0
0 0 0 0 0 0000000
0 0 0 0 2
8:15 AM 0 0 0 0
0 0 0 0 0 0
1 2
8:00 AM 0 0 0 0 0 0 0
0 1 0 0 0 0000000
0 0 0 1 0
7:45 AM 0 0 0 0
0 0 0 0 0 0
0 0
7:30 AM 0 0 0 0 0 1 0
0 0 0 0 0 0000000
0 0 0 0 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Hernandez Ave Hernandez Ave Chestnut Ave n/a 15-min
Total
Rolling
One HourEastboundWestbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Total
0
0
0
2
0
1
0
0
3
21002010
0 1
Peak Hr 0 0 0 0 0 0 2
3 1 0 5 1 1Count Total 0 0 0 0 0 1
0 0 00100105:45 PM 0 0 0 0 0
0 0 0 0 0 0
0
5:30 PM 0 0 0 0 0 0 0 0
0 0 0 1 0 0
0 0
5:15 PM 0 0 0 0 0 0 0
0 1 0 2 0 0
1 0 1
5:00 PM 0 0 0 0 0 1
0 1 0 0 1 0
0 0 0
0
4:30 PM 0 0 0 0 0 0 0 0
0 0 1 0 0 0
0 0 0
EB WB NB SB Total East
4:45 PM 0 0 0 0 0
0 0 0
-0%-HV%--0%0%-
0 0
4:15 PM 0 0 0 0 0 0 1
0 0 0 0 0 0
West North South
4:00 PM 0 0 0
0
4 0 12 0 0 080161200
0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg)
EB WB NB SB Total
0%----0%0%0%-
Peak
Hour
All 0 0 40
0 0 5 0 24 0
0 0 0 0 0 0000000
0 92 0
HV 0 0 0 0 0
Count Total 0 0 70 19 0 38 23 0 0 0 179 0
25 87050000094000
0 0 0 21 80
5:45 PM 0 0 5 2
0 0 0 0 2 0
18 78
5:30 PM 0 0 9 3 0 6 1
0 3 0 0 0 0011000
0 0 0 23 89
5:15 PM 0 0 10 3
0 0 1 0 2 0
18 92
5:00 PM 0 0 6 3 0 6 5
0 3 0 0 0 0033000
0 0 0 19 0
4:45 PM 0 0 6 3
0 0 1 0 4 0
29 0
4:30 PM 0 0 7 0 0 3 4
0 2 0 0 0 0063002
0 0 0 26 0
4:15 PM 0 0 14 2
0 0 1 0 3 0
TH RT
4:00 PM 0 0 13 3 0 4 2
UT LT TH RT UT LT
Rolling
One HourEastboundWestboundNorthboundSouthbound
UT LT TH RT
Interval
Start
Hernandez Ave Hernandez Ave Chestnut Ave n/a 15-min
TotalUTLTTHRT
SB --
TOTAL 0.0%0.79
WB 0.0%0.78
NB 0.0%0.80
Peak Hour: 4:00 PM 5:00 PM
HV %:PHF
EB 0.0%0.75
Date: 10-15-2019
Peak Hour Count Period: 4:00 PM 6:00 PM
0
0
001
1
0
11 0N
Chestnut Ave
Hernandez Ave
Hernandez Ave
Chestnut AveHernandez Ave
92TEV:
0.79PHF:
12
16 28
52
0
124162408
4048
16
0
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any.
0 2 0000000Peak Hour 0 0 0 1 1
1 0 0 0 5 0Count Total 0 0 1 2 1 0 0 0
3000001
0 3
5:45 PM 0 0 0 1 0 0 0
0 0 0 0 0 0
0 0 3
5:30 PM 0 0 0 0 0 0
0 0 0 0 0 05:15 PM 0 0 0 0 0
1 0 0 0 2 4
2
5:00 PM 0 0 1 0 0 0 0 0
0 0 0 0 0 1
0 0
4:45 PM 0 0 0 1 0 0 0
0 0 0 0 0 0
0 1 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0 0
4:15 PM 0 0 0 0 1
0 0 0 0 0 0
TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound
LT TH RT LT TH RT LT
0 0
Interval
Start
Hernandez Ave Hernandez Ave Chestnut Ave n/a 15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 0000000
0 0 0 0 0
Peak Hour 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0
0 0000000000000
0 0 0 0 0
5:45 PM 0 0 0 0
0 0 0 0 0 0
0 0
5:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0000000
0 0 0 0 0
5:15 PM 0 0 0 0
0 0 0 0 0 0
0 0
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 0000000
0 0 0 0 0
4:45 PM 0 0 0 0
0 0 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 0000000
0 0 0 0 0
4:15 PM 0 0 0 0
0 0 0 0 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0
UT LT TH RT UT LT
Northbound Southbound
UT LT TH RT UT LT TH RT
Interval
Start
Hernandez Ave Hernandez Ave Chestnut Ave n/a 15-min
Total
Rolling
One HourEastboundWestbound
Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com
HCM Unsignalized Intersection Capacity Analysis AM Peak
1: Chestnut Ave & Hernandez Ave 10/22/2019
16 Chestnut Avenue: Existing AM Synchro 10 Report
TJKM Page 1
Movement EBT EBR WBU WBL WBT NBL NBR
Lane Configurations
Sign Control Stop Stop Stop
Traffic Volume (vph) 14 5 1 16 47 14 20
Future Volume (vph) 14 5 1 16 47 14 20
Peak Hour Factor 0.79 0.79 0.80 0.80 0.80 0.77 0.77
Hourly flow rate (vph) 18 6 0 20 59 18 26
Direction, Lane # EB 1 WB 1 NB 1
Volume Total (vph) 24 79 44
Volume Left (vph) 0 20 18
Volume Right (vph) 6 0 26
Hadj (s) -0.15 0.08 -0.22
Departure Headway (s) 3.9 4.1 3.9
Degree Utilization, x 0.03 0.09 0.05
Capacity (veh/h) 899 864 890
Control Delay (s) 7.0 7.5 7.1
Approach Delay (s) 7.0 7.5 7.1
Approach LOS A A A
Intersection Summary
Delay 7.3
Level of Service A
Intersection Capacity Utilization 20.4% ICU Level of Service A
Analysis Period (min) 15
HCM 2010 AWSC AM Peak
1: Chestnut Ave & Hernandez Ave 10/22/2019
16 Chestnut Avenue: Existing AM Synchro 10 Report
TJKM Page 2
Intersection
Intersection Delay, s/veh 7.3
Intersection LOS A
Movement EBT EBR WBU WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 14 5 1 16 47 14 20
Future Vol, veh/h 14 5 1 16 47 14 20
Peak Hour Factor 0.79 0.79 0.80 0.80 0.80 0.77 0.77
Heavy Vehicles, %0022233
Mvmt Flow 18 6 1 20 59 18 26
Number of Lanes 1000110
Approach EB WB NB
Opposing Approach WB EB
Opposing Lanes 1 1 0
Conflicting Approach Left NB EB
Conflicting Lanes Left 0 1 1
Conflicting Approach Right NB WB
Conflicting Lanes Right 1 0 1
HCM Control Delay 7 7.5 7.1
HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1
Vol Left, % 41% 0% 25%
Vol Thru, % 0% 74% 75%
Vol Right, % 59% 26% 0%
Sign Control Stop Stop Stop
Traffic Vol by Lane 34 19 64
LT Vol 14 0 16
Through Vol 0 14 48
RT Vol 20 5 0
Lane Flow Rate 44 24 80
Geometry Grp 1 1 1
Degree of Util (X) 0.047 0.026 0.091
Departure Headway (Hd) 3.859 3.879 4.08
Convergence, Y/N Yes Yes Yes
Cap 922 921 879
Service Time 1.907 1.912 2.1
HCM Lane V/C Ratio 0.048 0.026 0.091
HCM Control Delay 7.1 7 7.5
HCM Lane LOS A A A
HCM 95th-tile Q 0.1 0.1 0.3
HCM Unsignalized Intersection Capacity Analysis PM Peak
1: Chestnut Ave & Hernandez Ave 10/22/2019
16 Chestnut Avenue: Existing PM Synchro 10 Report
TJKM Page 1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Sign Control Stop Stop Stop
Traffic Volume (vph) 40 8 16 12 4 12
Future Volume (vph) 40 8 16 12 4 12
Peak Hour Factor 0.75 0.75 0.78 0.78 0.80 0.80
Hourly flow rate (vph) 53 11 21 15 5 15
Direction, Lane # EB 1 WB 1 NB 1
Volume Total (vph) 64 36 20
Volume Left (vph) 0 21 5
Volume Right (vph) 11 0 15
Hadj (s) -0.10 0.12 -0.40
Departure Headway (s) 3.9 4.1 3.7
Degree Utilization, x 0.07 0.04 0.02
Capacity (veh/h) 917 864 934
Control Delay (s) 7.2 7.3 6.8
Approach Delay (s) 7.2 7.3 6.8
Approach LOS A A A
Intersection Summary
Delay 7.1
Level of Service A
Intersection Capacity Utilization 18.2% ICU Level of Service A
Analysis Period (min) 15
HCM 2010 AWSC PM Peak
1: Chestnut Ave & Hernandez Ave 10/22/2019
16 Chestnut Avenue: Existing PM Synchro 10 Report
TJKM Page 2
Intersection
Intersection Delay, s/veh 7.2
Intersection LOS A
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 40 8 16 12 4 12
Future Vol, veh/h 40 8 16 12 4 12
Peak Hour Factor 0.75 0.75 0.78 0.78 0.80 0.80
Heavy Vehicles, %000000
Mvmt Flow 53 11 21 15 5 15
Number of Lanes 100110
Approach EB WB NB
Opposing Approach WB EB
Opposing Lanes 1 1 0
Conflicting Approach Left NB EB
Conflicting Lanes Left 0 1 1
Conflicting Approach Right NB WB
Conflicting Lanes Right 1 0 1
HCM Control Delay 7.2 7.3 6.8
HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1
Vol Left, % 25% 0% 57%
Vol Thru, % 0% 83% 43%
Vol Right, % 75% 17% 0%
Sign Control Stop Stop Stop
Traffic Vol by Lane 16 48 28
LT Vol 4 0 16
Through Vol 0 40 12
RT Vol 12 8 0
Lane Flow Rate 20 64 36
Geometry Grp 1 1 1
Degree of Util (X) 0.02 0.069 0.041
Departure Headway (Hd) 3.672 3.862 4.098
Convergence, Y/N Yes Yes Yes
Cap 970 930 876
Service Time 1.712 1.874 2.112
HCM Lane V/C Ratio 0.021 0.069 0.041
HCM Control Delay 6.8 7.2 7.3
HCM Lane LOS A A A
HCM 95th-tile Q 0.1 0.2 0.1
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