Loading...
HomeMy WebLinkAboutPM 2006-09 - Traffic Impact Study - NORTH & ORANGE - 2/26/2018 January 12, 2018 Draft Traffic Impact Analysis Commercial Development At the Northeast Corner of North Avenue and Orange Avenue In the City of Fresno, CA Prepared For: True North Properties 1155 W. Shaw Ave., Ste. 104 Fresno, CA 93711 Project No.: 004-051 Traffic Engineering, Transportation Planning, & Parking Solutions Z:\01 Projects\004 Fresno\004-051 North & Orange TIA\Report\Admin Draft\R01122018 North & Orange TIA.docx Traffic Engineering, Transportation Planning, & Parking Solutions 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Phone: (559) 570-8991 www.JLBtraffic.com Draft Traffic Impact Analysis Commercial Development at the Northeast Corner of North Avenue and Orange Avenue In the City of Fresno, CA January 12, 2018 This Traffic Impact Analysis Report has been prepared under the direction of a licensed Traffic Engineer. The licensed Traffic Engineer attests to the technical information contained therein, and has judged the qualifications of any technical specialists providing engineering data from which recommendations, conclusions, and decisions are based. Prepared By: _________________________________ Jose Luis Benavides, P.E., T.E. President www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | iii Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 2, 2018 Table of Contents Introduction and Summary .............................................................................................................................. 1 Introduction ................................................................................................................................................. 1 Summary ...................................................................................................................................................... 1 Existing Traffic Conditions ........................................................................................................................ 1 Existing plus Project Traffic Conditions .................................................................................................... 1 Near Term plus Project Traffic Conditions ............................................................................................... 2 Cumulative Year 2035 No Project Traffic Conditions ............................................................................... 3 Cumulative Year 2035 plus Project Traffic Conditions ............................................................................. 3 Queuing Analysis ...................................................................................................................................... 3 Project Equitable Fair Share Impact Analysis ........................................................................................... 3 TIA Scope of Work ............................................................................................................................................ 4 Study Facilities ............................................................................................................................................. 4 Study Intersections .................................................................................................................................. 4 Study Scenarios ............................................................................................................................................ 4 Existing Traffic Conditions ........................................................................................................................ 4 Existing plus Project Traffic Conditions .................................................................................................... 4 Near Term plus Project Traffic Conditions ............................................................................................... 5 Cumulative Year 2035 No Project Traffic Conditions ............................................................................... 5 Cumulative Year 2035 plus Project Traffic Conditions ............................................................................. 5 Level of Service Analysis Methodology ............................................................................................................ 5 Criteria of Significance ..................................................................................................................................... 5 Operational Analysis Assumptions and Defaults ............................................................................................. 6 Existing Traffic Conditions ................................................................................................................................ 7 Roadway Network ........................................................................................................................................ 7 Results of Existing Level of Service Analysis ................................................................................................ 9 Traffic Signal Warrants ................................................................................................................................. 9 Existing plus Project Traffic Conditions .......................................................................................................... 11 Project Description..................................................................................................................................... 11 Project Access ............................................................................................................................................ 11 Bikeways .................................................................................................................................................... 11 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | iv Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 2, 2018 Transit ........................................................................................................................................................ 11 Trip Generation .......................................................................................................................................... 12 Trip Distribution ......................................................................................................................................... 12 Results of Existing plus Project Level of Service Analysis .......................................................................... 12 Traffic Signal Warrants ............................................................................................................................... 13 Near Term plus Project Traffic Conditions ..................................................................................................... 17 Description of Approved and Pipeline Projects ......................................................................................... 17 Results of Near Term plus Project Level of Service Analysis ...................................................................... 19 Traffic Signal Warrants ............................................................................................................................... 20 Cumulative Year 2035 No Project Traffic Conditions ..................................................................................... 22 Results of Cumulative Year 2035 No Project Level of Service Analysis ..................................................... 22 Traffic Signal Warrants ............................................................................................................................... 23 Cumulative Year 2035 plus Project Traffic Conditions ................................................................................... 25 Results of Cumulative Year 2035 plus Project Level of Service Analysis ................................................... 25 Traffic Signal Warrants ............................................................................................................................... 25 Queuing Analysis ............................................................................................................................................ 28 Project’s Pro-Rata Fair Share of Future Transportation Improvements ........................................................ 31 Conclusions and Recommendations .............................................................................................................. 32 Existing Traffic Conditions ...................................................................................................................... 32 Existing plus Project Traffic Conditions .................................................................................................. 32 Near Term plus Project Traffic Conditions ............................................................................................. 32 Cumulative Year 2035 No Project Traffic Conditions ............................................................................. 33 Cumulative Year 2035 plus Project Traffic Conditions ........................................................................... 33 Queuing Analysis .................................................................................................................................... 33 Project Equitable Fair Share Impact Analysis ......................................................................................... 33 Study Participants .......................................................................................................................................... 34 References ..................................................................................................................................................... 34 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | v Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 2, 2018 List of Figures Figure 1: Vicinity Map ............................................................................................................................................... 8 Figure 2: Existing - Traffic Volumes, Geometrics and Controls................................................................................. 10 Figure 3: Project Site Plan ....................................................................................................................................... 14 Figure 4: 2017 Project Only Trips ............................................................................................................................ 15 Figure 5: Existing plus Project - Traffic Volumes, Geometrics and Controls ............................................................. 16 Figure 6: Near Term Projects’ Trip Assignment ....................................................................................................... 18 Figure 7: Near Term plus Project - Traffic Volumes, Geometrics and Controls ......................................................... 21 Figure 8: Cumulative Year 2035 No Project - Traffic Volumes, Geometrics and Controls ......................................... 24 Figure 9: 2035 Project Only Trips ............................................................................................................................ 26 Figure 10: Cumulative Year 2035 plus Project - Traffic Volumes, Geometrics and Controls ..................................... 27 List of Tables Table I: Existing Intersection LOS Results .................................................................................................................. 9 Table II: Project Only Trip Generation .................................................................................................................... 12 Table III: Existing plus Project Intersection LOS Results ........................................................................................... 13 Table IV: Near Term Projects’ Trip Generation ........................................................................................................ 17 Table V: Near Term plus Project Intersection LOS Results ....................................................................................... 20 Table VI: Cumulative Year 2035 No Project Intersection LOS Results ...................................................................... 23 Table VII: Cumulative Year 2035 plus Project Intersection LOS Results ................................................................... 25 Table VIII: Queuing Analysis.................................................................................................................................... 28 Table IX: Project’s Fair of Share of Future Roadway Improvements ........................................................................ 31 List of Appendices Appendix A: Scope of Work Appendix B: Traffic Counts Appendix C: Traffic Modeling Appendix D: Methodology Appendix E: Existing Traffic Conditions Appendix F: Existing plus Project Traffic Conditions Appendix G: Near Term plus Project Traffic Conditions Appendix H: State Route 99 at North and Cedar Concept and Funding Appendix I: Cumulative Year 2035 No Project Traffic Conditions Appendix J: Cumulative Year 2035 plus Project Traffic Conditions Appendix K: Signal Warrants www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 1 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Introduction and Summary Introduction This report describes a Traffic Impact Analysis (TIA) prepared by JLB Traffic Engineering, Inc. (JLB) for the Commercial Development (Project) located on a 3.92-acre property at the northeast corner of North Avenue and Orange Avenue in the City of Fresno. The Project proposes to construct a gasoline/service station (12 fueling positions) with convenience market, a 1,998 square-foot coffee/donut shop with drive- through window, 2,992 square feet of fast-food restaurant without drive-through window, and 6,000 square feet of fast-food restaurant with drive-through window. Per information provided to JLB, the Project is consistent with the City of Fresno General Plan. Figure 1 shows the proposed Project relative to the surrounding roadway network. The purpose of this TIA is to evaluate the potential traffic impacts, identify short-term roadway and circulation needs, determine potential mitigation measures, and identify any critical traffic issues that should be addressed in the ongoing planning process. The study primarily focused on evaluating traffic conditions at study intersections that may be impacted by the proposed Project. The scope of work was prepared via consultation with the City of Fresno, County of Fresno, and Caltrans staff. Summary The potential impacts of the proposed Project were evaluated in accordance with the standards set forth by the level of service (LOS) policies of the City of Fresno, County of Fresno, and Caltrans. Existing Traffic Conditions At present, all study intersections operate at an acceptable LOS during the AM and PM peak periods. Existing plus Project Traffic Conditions A review of the existing Project site property lines and the Project driveways to be constructed indicate that the proposed access driveways are located at points that minimize traffic operational impacts to the existing roadway network. It is recommended that the Project implement Class II bike lanes along its frontage to North Avenue. At build-out, the Project is estimated to generate a maximum of 7,965 daily trips, 644 AM peak hour trips and 536 PM peak hour trips. Under this scenario, the intersection of North Avenue and State Route 99 SB Off-Ramp is projected to exceed its LOS threshold during the AM peak period. To improve the LOS at this intersection, it is recommended that the following improvements be implemented. o Add a southbound left-turn lane o Modify the southbound left-through lane to a through lane o Lengthen the short southbound flared right-turn lane to create a standard length right-turn lane o Signalize the intersection with protected left-turn phasing in the northbound and southbound directions and split phasing in the eastbound and westbound directions www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 2 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Near Term plus Project Traffic Conditions The total trip generation for the Near Term Projects is 28,023 daily trips, 3,648 AM peak hour trips, and 3,780 PM peak hour trips. Under this scenario, the intersections of North Avenue and Orange Avenue, North Avenue and State Route 99 SB Off-Ramp, and North Avenue and Cedar Avenue are projected to exceed their respective LOS threshold during one or both peak periods. To improve the LOS at each of the intersections projected to exceed its LOS threshold, it is recommended that the following improvements be implemented. o North Avenue and Orange Avenue Implement the improvements per the approved City of Fresno Street improvement plans as prepared for the Amazon Project. o North Avenue and State Route 99 SB Off-Ramp Add a second eastbound through lane Add a westbound left-turn lane Modify the westbound left-through lane to a through lane Add southbound dual left-turn lanes Modify the southbound left-through lane to a through lane Lengthen the southbound flared right-turn lane to create a standard length right-turn lane Signalize the intersection with protected left-turn phasing in all directions o North Avenue and State Route 99 NB On-Ramp (improvements needed to improve queuing) Add eastbound dual left-turn lanes Modify the eastbound left-through lane to a through lane Add a second eastbound through lane Add a second westbound through lane Signalize the intersection with protected left-turn phasing in all directions o North Avenue and Cedar Avenue Convert the eastbound right-turn lane to a through-right lane Add a second westbound through lane Add a second northbound left-turn lane Modify the traffic signal to accommodate the added lane geometrics www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 3 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Cumulative Year 2035 No Project Traffic Conditions Under this scenario, the intersection of North Avenue and Chestnut Avenue is projected to operate at an unacceptable LOS during the AM and PM peak periods. To improve the LOS at this intersection, it is recommended that the following improvements be implemented. o North Avenue at Chestnut Avenue Add an eastbound left-turn lane Change the eastbound left-through-right lane to a through lane Add an eastbound right-turn lane Add a westbound left-turn lane Change the westbound left-through-right lane to a through lane Add a westbound right-turn lane Modify the traffic signal to accommodate the added lane geometrics Cumulative Year 2035 plus Project Traffic Conditions Under this scenario, the intersection of North Avenue and Chestnut Avenue is projected to operate at an unacceptable LOS during the AM and PM peak periods. To improve the LOS at this intersection, it is recommended that the same improvements presented in the Cumulative Year 2035 No Project Traffic Conditions scenario be implemented. Queuing Analysis It is recommended that the City consider left- and right-turn lane storage lengths as indicated in the Queuing Analysis. Project Equitable Fair Share Impact Analysis It is recommended that the Project contribute its equitable fair share as presented in Table IX. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 4 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 TIA Scope of Work The study focused on evaluating traffic conditions at study intersections that may potentially be impacted by the proposed Project. On October 31, 2017, a draft scope of work for the preparation of a TIA for this Project was provided to the City of Fresno, County of Fresno, and Caltrans for their review and comment. On November 21, 2017, the County of Fresno requested that the TIA include in its analysis a Cumulative Year 2035 No Project scenario and that the intersection of North Avenue and Chestnut Avenue be added to the Scope of Work. On November 28, 2017, Caltrans approved the scope of work as presented. On December 8, 2017, the City of Fresno requested that the intersection of North Avenue and Cedar Avenue be added to the Scope of Work. Based on the comments received, this study includes the analysis of the additional scenario and intersections requested by the County of Fresno and City of Fresno. The TIA Draft Scope of Work and the comments received from the lead agency and responsible agencies are included in Appendix A. Study Facilities The study focused on evaluating traffic conditions at the existing study intersections that may potentially be impacted by the Project. Traffic counts were collected for the study intersections in April and May of 2016, with the exception of one count that was collected in December 2017. All counts were collected while schools in the vicinity of the proposed Project were in session. The traffic counts for the existing study facilities are contained in Appendix B. The existing intersection turning movement volumes, intersection geometrics, and traffic controls are illustrated in Figure 2. Study Intersections 1. North Avenue / Orange Avenue 2. North Avenue / Project Driveway (limited right in, and right out access) 3. North Avenue / State Route 99 Southbound (SB) Off-Ramp 4. North Avenue / State Route 99 Northbound (NB) On-Ramp 5. North Avenue / Cedar Avenue 6. North Avenue / Chestnut Avenue 7. State Route 99 Northbound (NB) Off-Ramp / Cedar Avenue 8. Parkway Drive / Cedar Avenue Study Scenarios Existing Traffic Conditions This scenario evaluates the Existing Traffic Conditions based on existing traffic volumes and roadway conditions from traffic counts and field surveys conducted in the base year 2017. Existing plus Project Traffic Conditions This scenario evaluates total traffic volumes and roadway conditions based on the Existing plus Project Traffic Conditions. The Existing plus Project traffic volumes were obtained by adding the 2017 Project Only trips to the previous scenario. The 2017 Project Only trips were based on the Project Select Zone, communication with Caltrans, City of Fresno and County of Fresno staff, the existing roadway network and engineering judgment. The Fresno COG Modeling and Select Zone are contained in Appendix C. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 5 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Near Term plus Project Traffic Conditions This scenario evaluates total traffic volumes and roadway conditions based on the Near Term plus Project Traffic Conditions. The Near Term plus Project traffic volumes were obtained by adding the Near Term related trips to the Existing plus Project Traffic Conditions scenario. Cumulative Year 2035 No Project Traffic Conditions This scenario evaluates total traffic volumes and roadway conditions based on the Cumulative Year 2035 No Project Traffic Conditions. The Cumulative Year 2035 No Project traffic volumes were obtained from the Fresno COG traffic model runs (Base Year 2016 and Cumulative Year 2035 No Project) and existing 2017 traffic counts. Under this scenario, the increment method, as recommended by the Model Steering Committee was utilized to determine the Cumulative Year 2035 No Project traffic volumes. JLB’s conservative approach of upward volume balancing the 2035 increment resulted in a higher projection of volumes at the intersections adjacent to the interchange of State Route 99 with North Avenue. The Fresno COG traffic model runs are contained in Appendix C. It should be noted that, by year 2035, it is assumed that the interchange of North Avenue and State Route 99 has been reconstructed and that this will result in changes in travel patterns and volumes. Cumulative Year 2035 plus Project Traffic Conditions This scenario evaluates total traffic volumes and roadway conditions based on the Cumulative Year 2035 plus Project Traffic Conditions. The Cumulative Year 2035 plus Project traffic volumes were obtained by adding the 2035 Project Only trips to the Cumulative Year 2035 No Project Traffic Conditions scenario. Level of Service Analysis Methodology Level of Service (LOS) is a qualitative index of the performance of an element of the transportation system. LOS is a rating scale running from “A” to “F”, with “A” indicating no congestion of any kind, and “F” indicating unacceptable congestion and delays. LOS in this study describes the operating conditions for signalized and unsignalized intersections. The 2010 Highway Capacity Manual (HCM) is the standard reference published by the Transportation Research Board, and contains the specific criteria and methods to be used in assessing LOS. Synchro software was used to define LOS in this study. Details regarding these calculations are in Appendix D. Criteria of Significance The 2035 Fresno City General Plan has established various degrees of acceptable level of traffic congestion on its major streets and these are dependent on the four (4) Traffic Impact Zones (TIZ) within the City. The standard LOS threshold for TIZ I is LOS F, that for TIZ II is LOS E, that for TIZ III is LOS D and that for TIZ IV is LOS E. Additionally, the 2035 MEIR made findings of overriding consideration to allow a lower LOS threshold than that established by the underlying TIZ zone. For those cases in which a LOS criterion for a roadway segment differs from that of the underlying TIZ zone, such criteria are identified in the roadway description. All study facilities within the City of Fresno SOI fall within TIZ IV, and therefore LOS E is used to evaluate the potential significance of LOS impacts to intersections and segments within the City of Fresno's jurisdiction pursuant to the City of Fresno 2035 General Plan. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 6 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 The County of Fresno has established LOS C as the acceptable level of traffic congestion on county roads and streets that fall entirely outside the Sphere of Influence (SOI) of a City. For those areas that fall within the SOI of a City, the LOS criteria of the City are the criteria of significance used in this report. LOS C is used to evaluate the potential significance of LOS impacts to Fresno County intersections and segments that fall outside the City of Fresno SOI. However, LOS D is used to evaluate the potential significance of LOS impacts to Fresno County intersections and segments within the SOI of the City of Fresno pursuant to the County of Fresno General Plan Policy TR-A.2. Caltrans endeavors to maintain a target LOS at the transition between LOS C and D on State highway facilities consistent with the Caltrans Guide for the Preparation of Traffic Impact Studies, dated December 2002. However, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. In this case, LOS D was utilized for study intersections or segments within Caltrans jurisdiction. Operational Analysis Assumptions and Defaults The following operational analysis values, assumptions and defaults were used in this study. These default values ensured a consistent analysis of LOS among the various scenarios. Yellow time of 3.2 seconds for left-turn phases; Yellow time consistent with the California Manual of Uniform Traffic Control Devices (CA MUTCD) based on approach speeds; All-red clearance intervals of 1.0 second for all phases; Walk intervals of 7.0 seconds; Flashing Don’t Walk based on 3.5 feet/second walking speed with yellow plus all-red clearance subtracted and 2.0 seconds added An average of 3 pedestrian calls per hour at signalized intersections; All new or modified signals utilize protected left-turn phasing; The heavy vehicle percentage factors utilized in this study varied from location to location based on actual count data. The heavy vehicle factors were three (3) percent of traffic entering or exiting the Project Driveway. These heavy vehicle factors for the study intersections can be found within the traffic count data and generally range from eight (8) to fifty (50) percent; At existing intersections, the observed approach Peak Hour Factor (PHF) is utilized in the Existing, Existing plus Project, and Near Term plus Project scenarios; A PHF of 0.92 (or the Existing PHF if higher) is utilized for all study intersections in both Cumulative Year 2035 scenarios; and New proposed study facilities utilize a PHF of 0.92 as recommended by the Highway Capacity Manual for rural and rural to urban transitions. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 7 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Existing Traffic Conditions Roadway Network The Project site and surrounding study area are illustrated in Figure 1. Important roadways serving the Project site are discussed below. North Avenue is an existing east-west major arterial adjacent to the proposed Project. North Avenue extends through the southern part of the City of Fresno and is a four-lane divided arterial between State Route 41 and Orange Avenue and a two-lane divided arterial east of Orange Avenue in the vicinity of the Project. The 2035 General Plan Circulation Element designates North Avenue as a two-lane divided arterial west of Fig Avenue, a four-lane divided arterial between Fig Avenue and Clovis Avenue, and a two-lane collector east of Clovis Avenue. Orange Avenue is an existing north-south two-lane undivided collector adjacent to the proposed Project. In this area, Orange Avenue extends from Golden State Boulevard to the north and beyond the City of Fresno limits to the south. The 2035 General Plan Circulation Element designates Orange Avenue as a two- lane undivided collector south of Golden State Boulevard. Parkway Drive is a northwest-southeast (diagonal) two-lane industrial collector in the vicinity of the proposed Project. In this area, Parkway Drive exists between North Avenue and Cedar Avenue and provides a direct connection to State Route 99. The 2035 General Plan Circulation Element designates this segment of Parkway Drive as a one-lane (one-way) collector. However, Caltrans has prepared some options for the reconfiguration of the interchange of North Avenue at State Route 99 that will likely retain Parkway Drive as a two-lane two-way collector. Cedar Avenue is an existing north-south two-lane undivided collector near the vicinity of the proposed Project. In this area, Cedar Avenue extends south of Golden State Boulevard beyond the City of Fresno limits. The 2035 Fresno General Plan Circulation Element designates Cedar Avenue as a two-lane collector south of Golden State Boulevard. Chestnut Avenue is predominantly an existing four-lane arterial. South of North Avenue, Chestnut Avenue falls outside the Sphere of Influence of the City of Fresno. The County of Fresno General Plan Circulation element designates Chestnut Avenue as an arterial north of Golden State Boulevard and as a collector south of Golden State Boulevard. State Route (SR) 99 is an existing six-lane freeway near the vicinity of the proposed Project. SR 99 traverses the City of Fresno in a northwest-southeast direction and serves as the principal connection to various metropolitan areas within the Central San Joaquin Valley. CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/12/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 N Not To Scale LEGEND 1 3 8 = STUDY INTERSECTION# = PROJECT LOCATION 5 6 City of Fresno - North and Orange TIA Vicinity Map Figure 1 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 9 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Results of Existing Level of Service Analysis Figure 2 illustrates the Existing turning movement volumes, intersection geometrics and traffic controls. LOS worksheets for the Existing Traffic Conditions scenario are provided in Appendix E. Table I presents a summary of the Existing peak hour LOS at the study intersections. At present, all study intersections operate at an acceptable LOS during the AM and PM peak periods. Table I: Existing Intersection LOS Results ID Intersection Intersection Control AM Peak Hour PM Peak Hour Average Delay (sec/veh) LOS Average Delay (sec/veh) LOS 1 North Avenue / Orange Avenue Signalized 14.5 B 18.5 B 2 North Avenue / Project Driveway Does Not Exist N/A N/A N/A N/A 3 North Avenue / State Route 99 SB Off-Ramp Two-Way STOP 18.9 C 16.2 C 4 North Avenue / State Route 99 NB On-Ramp Unsignalized 1.7 A 4.6 A 5 North Avenue / Cedar Avenue Signalized 23.9 C 22.4 C 6 North Avenue / Chestnut Avenue Signalized 15.1 B 13.8 B 7 State Route 99 NB Off-Ramp / Cedar Avenue Two-Way STOP 10.5 B 10.0 B 8 Parkway Drive / Cedar Avenue Two-Way STOP 10.9 B 11.5 B Note: LOS = Level of Service based on average delay on signalized intersections and All-Way STOP Controls LOS for two-way and one-way STOP controlled intersections are based on the worst approach/movement of the minor street. Traffic Signal Warrants Peak hour traffic signal warrants, as appropriate, were prepared for the unsignalized study intersections in the Existing Traffic Conditions scenario. These warrants are found in Appendix K. The effects of right- turning traffic from the minor approach onto the major approach were considered using engineering judgment pursuant to CA MUTCD guidelines for the preparation of traffic signal warrants. Under this scenario, the intersection of North Avenue and State Route 99 SB Off-Ramp satisfies peak hour signal warrants during the AM and PM peak. Based on the signal warrants and engineering judgment, signalization of the intersection of North Avenue and State Route 99 SB Off-Ramp is not recommended at this time. It is worth noting that CA MUTCD states “satisfaction of a signal warrant or warrants shall not in itself require the installation of a traffic signal.” Therefore, it is recommended that prior to the installation of a traffic signal, investigation of CA MUTCD warrants 1, 4, and 7, as applicable, be conducted for the intersection of North Avenue and State Route 99 SB Off-Ramp. CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/14/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 27(51) 146(336) 4(9) 28(36) 311(227) 48(18)4(13)12(37)27(59)20(66)13(23)67(66)2.North Ave &Project Driveway Project DrivewayNorth Ave 1721(2112) 1933(1763) 67(87)87(93)3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 120(291) 79(184) 4(4) 247(201)9(8)17(28)153(101)109(56)123(89)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 45(185) 230(230) 269(209) 85(293) 5.North Ave &Cedar Ave North AveCedar Ave 33(10) 190(239) 24(5) 28(36) 186(305) 27(7)251(214)29(37)40(52)8(10)25(14)15(29)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 17(22) 91(125) 59(79) 63(45) 123(113) 40(76)86(68)225(503)40(48)63(29)298(323)26(20)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 28(11) 195(124)92(135)85(58)8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 5(3) 71(177) 88(65)16(8)97(118)26(23)40(34)60(34)13(2)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION DOES N OT EXIST = YIELD SIGN City of Fresno - North and Orange TIA Existing - Traffic Volumes, Geometrics and Controls Figure 2 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 11 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Existing plus Project Traffic Conditions Project Description The Project proposes to build a gasoline/service station (12 fueling positions) with convenience market, a 1,998 square-foot coffee/donut shop with drive-through window, 2,992 square feet of fast-food restaurant without drive-through window, and 6,000 square feet of fast-food restaurant with drive- through windows at the northeast corner of North Avenue and Orange Avenue in the City of Fresno. Per information provided to JLB, the Project is consistent with the City of Fresno General Plan. Figure 3 illustrates the latest Project Site Plan. Project Access Access to and from the Project site is from two (2) points. One of the access points is an existing, full access point located along the east side of Orange Avenue at a point approximately 250 feet north of North Avenue. The second access point is a proposed access located on the north side of North Avenue at a point approximately 350 feet east of Orange Avenue and is proposed as a right-in, right-out only access. JLB analyzed the location of the proposed access points relative to the existing local roads and driveways in the Project’s vicinity. A review of the existing Project site property lines and the Project driveways to be constructed indicate that the proposed access driveways are located at points that minimize traffic operational impacts to the existing roadway network. Bikeways Currently, bike lanes exist in the vicinity of the proposed Project. Class II bike lanes exist along North Avenue between Cherry Avenue and Orange Avenue and along Orange Avenue south of the State Route 99 Over Crossing and approximately 650 feet south of Fortune Avenue. The City of Fresno “Bicycle, Pedestrian & Trails Master Plan” recommends that Class II bike lanes be implemented on 1) North Avenue west of Cherry Avenue and east of Orange Avenue, 2) Orange Avenue between Golden State Boulevard and American Avenue, 3) Cedar Avenue between North Avenue and American Avenue, and 4) Chestnut Avenue north of North Avenue. Therefore, it is recommended that the Project implement Class II bike lanes along its frontage to North Avenue. Transit Fresno Area Express (FAX) is the transit operator in the City of Fresno. At present, there are no FAX transit routes that operate in the vicinity of the proposed Project. The closest is FAX Route 41 and runs on Maple Avenue and North Avenue, approximately 1.05 miles to the east of the proposed Project. Route 41 operates at 30-minute intervals on weekdays and 50-minute intervals on weekends. Its nearest stop to the Project site is located at the northeast corner of Maple Avenue and North Avenue. This route provides a direct connection to Manchester Transit Center, Duncan Polytech High School, Cedar/Clinton Library, California Christian College, Mosqueda Community Center, Fresno Pacific University, and Senior Citizen Village. Retention of the existing and expansion of future transit routes is dependent on transit ridership demand and available funding. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 12 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Trip Generation Table II presents the trip generation for the proposed Project pursuant to the 10th Edition of the Trip Generation Manual with trip generation rates for a Gasoline/Service Station with Convenience Market, Coffee/Donut Shop with Drive-Through Window, Fast-Food Restaurant without Drive-Through Window, and Fast-Food Restaurant with Drive-Through Window. At build-out, the Project is estimated to generate a maximum of 7,965 daily trips, 644 AM peak hour trips and 536 PM peak hour trips. Table II: Project Only Trip Generation Note: f.p. = Fueling Positions k.s.f. = Thousand Square Feet Trip Distribution The trip distribution assumptions were developed based on existing travel patterns, data provided by the developer, knowledge of the study area, the Fresno COG Select Zone Analysis, communication with the City of Fresno, County of Fresno and Caltrans, and knowledge of the City of Fresno and County of Fresno Circulation Elements. Figure 4 illustrates the 2017 Project Only Trips to the study intersections. Results of Existing plus Project Level of Service Analysis The Existing plus Project Traffic Conditions scenario assumes that the existing roadway geometrics and traffic controls will remain in place. Figure 5 illustrates the Existing plus Project turning movement volumes, intersection geometrics, and traffic controls. This scenario assumes that the existing roadway geometrics and traffic controls will remain in place with the exception that the Project's frontage to North Avenue would be developed to City of Fresno standards. LOS worksheets for the Existing plus Project Traffic Conditions scenario are provided in Appendix F. Table III presents a summary of the Existing plus Project peak hour LOS at the study intersections. Land Use (ITE Code) Size Unit Daily AM Peak Hour PM Peak Hour Rate Total Trip Rate In Out In Out Total Trip Rate In Out In Out Total % % Gasoline/Service Station with Convenience Market (945) 12 f.p. 205.36 2,464 12.47 51 49 77 74 150 13.99 51 49 86 82 168 Coffee/Donut Shop with Drive-Through Window (937) 1.998 k.s.f. 820.38 1,639 88.99 51 49 91 87 178 43.38 50 50 44 43 87 Fast-Food Restaurant without Drive-Through Window (934) 2.992 k.s.f. 346.23 1,036 25.10 60 40 45 30 75 28.34 50 50 43 42 85 Fast-Food Restaurant with Drive-Through Window (934) 6.000 k.s.f. 470.95 2,826 40.19 51 49 123 118 241 32.67 52 48 102 94 196 Total Project Trips 7,965 336 309 644 275 261 536 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 13 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Under this scenario, the intersection of North Avenue and State Route 99 SB Off-Ramp is projected to exceed its LOS threshold during the AM peak period. To improve the LOS at this intersection, it is recommended that the following improvements be implemented. Add a southbound left-turn lane Modify the southbound left-through lane to a through lane Lengthen the short southbound flared right-turn lane to create a standard length right-turn lane Signalize the intersection with protected left-turn phasing in the northbound and southbound directions and split phasing in the eastbound and westbound directions Table III: Existing plus Project Intersection LOS Results ID Intersection Intersection Control AM Peak Hour PM Peak Hour Average Delay (sec/veh) LOS Average Delay (sec/veh) LOS 1 North Avenue / Orange Avenue Signalized 24.0 C 37.6 D 2 North Avenue / Project Driveway Two-Way STOP 11.6 B 10.6 B 3 North Avenue / State Route 99 SB Off-Ramp Two-Way STOP 53.1 F 22.9 C Signalized (Mitigated) 51.2 D 32.1 C 4 North Avenue / State Route 99 NB On-Ramp Unsignalized 5.3 A 6.4 A 5 North Avenue / Cedar Avenue Signalized 25.8 C 29.3 C 6 North Avenue / Chestnut Avenue Signalized 15.7 B 14.6 B 7 State Route 99 NB Off-Ramp / Cedar Avenue Two-Way STOP 10.6 B 10.2 B 8 Parkway Drive / Cedar Avenue Two-Way STOP 11.3 B 12.0 B Note: LOS = Level of Service based on average delay on signalized intersections and All-Way STOP Controls LOS for Two-Way and One-Way STOP controlled intersections are based on the worst approach/movement of the minor street. Traffic Signal Warrants Peak hour traffic signal warrants, as appropriate, were prepared for the unsignalized study intersections in the Existing plus Project Traffic Conditions scenario. These warrants are found in Appendix K. The effects of right-turning traffic from the minor approach onto the major approach were considered using engineering judgment pursuant to CA MUTCD guidelines for the preparation of traffic signal warrants. Under this scenario, the intersection of North Avenue and State Route 99 SB Off-Ramp satisfies peak hour signal warrants during the AM and PM peaks, while North Avenue and State Route 99 NB On-Ramp satisfies the PM peak hour signal warrant. Based on the signal warrants and engineering judgment, signalization of the intersection of North Avenue and State Route 99 SB Off-Ramp is recommended while that of North Avenue and State Route 99 NB On-Ramp is not. It is worth noting that CA MUTCD states “satisfaction of a signal warrant or warrants shall not in itself require the installation of a traffic signal.” Therefore, it is recommended that prior to the installation of a traffic signal, investigation of CA MUTCD warrants 1, 4, and 7, as applicable, be conducted for the intersection of North Avenue and State Route 99 NB On-Ramp. 004-051 - 12/12/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions NNot To Scale City of Fresno - North and Orange TIA Project Site Plan Figure 3 CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/14/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 19(13) 7(7) 19(17) 1(1)9(9)195(168)2(1)2(2)2.North Ave &Project Driveway Project DrivewayNorth Ave 244(210) 280(228)76(67)3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 221(186) 23(24) 94(77)4(4)182(147)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 156(124) 65(62) 94(77) 5.North Ave &Cedar Ave North AveCedar Ave 1(1) 64(61) 69(55)24(20)1(2)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 36(22) 16(29) 2(1) 32(10)1(1)25(36)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 24(20) 8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 21(22) 2(2)4(4)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION = YIELD SIGN 49(42) City of Fresno - North and Orange TIA 2017 Project Only Trips Figure 4 CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/14/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 46(64) 146(336) 4(9) 35(43) 330(244) 49(19)4(13)21(46)27(59)215(215)15(24)69(68)2.North Ave &Project Driveway Project DrivewayNorth Ave 437(652) 387(281) 280(228)76(67)3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 341(477) 102(208) 4(4) 341(278)13(12)17(28)153(101)109(56)305(236)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 201(309) 295(292) 363(286) 85(293) 5.North Ave &Cedar Ave North AveCedar Ave 34(11) 254(300) 24(5) 28(36) 255(360) 27(7)275(234)29(37)40(52)8(10)25(14)16(31)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 53(44) 107(154) 61(80) 63(45) 155(123) 40(76)87(69)225(503)40(48)63(29)298(323)51(56)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 28(11) 219(144)92(135)85(58)8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 5(3) 92(199) 90(67)20(12)97(118)26(23)40(34)60(34)13(2)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION = YIELD SIGN 49(42) City of Fresno - North and Orange TIA Exisitng + Project - Traffic Volumes, Geometrics and Controls Figure 5 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 17 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Near Term plus Project Traffic Conditions Description of Approved and Pipeline Projects Approved and Pipeline Projects consist of developments that are either under construction, built but not fully occupied, are not built but have final site development review (SDR) approval, or for which the lead agency or responsible agencies have knowledge of. City of Fresno and County of Fresno staff were consulted throughout the preparation of this TIA regarding approved and/or known of projects that could potentially impact the study intersections. On December 13, 2017, JLB staff conducted a reconnaissance of the surrounding area to confirm the near term projects listed in Table IV were the only projects that could potentially impact the study intersections analyzed in the Near Term plus Project Traffic Conditions. Therefore, it was agreed that the projects listed in Table IV were approved, near approval, or in the pipeline within the proximity of the Project site. The trip generation listed in Table IV is that which is anticipated to be added to the streets and highways by these projects between the time of the preparation of this report and five (5) years after build-out of the Project. As shown in Table IV, the total trip generation for the Near Term Projects is 28,023 daily trips, 3,648 AM peak hour trips, and 3,780 PM peak hour trips. Figure 6 illustrates the location of the approved, near approval, or pipeline projects and their combined trip assignment to the study intersections under the Near Term plus Project Traffic Conditions scenario. Table IV: Near Term Projects’ Trip Generation Approved Project Location Approved or Pipeline Project Name Daily Trips AM Peak Hour PM Peak Hour A 4780 S Maple Ave Rezone1 1,036 150 145 B 2778 S Willow Ave Rezone1 1,547 261 301 C G3 Development (Ulta)2 2,932 426 411 D TPM 2012-06 (Amazon)3 14,519 1,744 1,807 E Orange Industrial3 6,260 839 873 F North Pointe4 (Portion of) 1,729 228 243 Total Approved and Pipeline Project Trips 28,023 3,648 3,780 Note: 1 = Trip Generation based on JLB Traffic Engineering, Inc. Traffic Impact Analysis Report 2 = Trip Generation based on Yamabe & Horn Engineering, Inc. Traffic Impact Study Report 3 = Trip Generation based on Precision Civil Engineering Traffic Impact Study Report 4 = Trip Generation based on TJKM Transportation Consultants Traffic Impact Analysis Report CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/15/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 21(94) 47(224) 130(36) 700(205) 279(51)27(131)72(337)167(719)324(87)97(24)2.North Ave &Project Driveway Project DrivewayNorth Ave 214(943) 979(256) 3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 208(913) 6(30) 501(126)111(30)478(130)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 106(453) 102(490) 501(126) 23(110) 5.North Ave &Cedar Ave North AveCedar Ave 5(25) 91(436) 0(3) 464(120) 0(3)51(113)8(29)9(75)1(3)10(3)14(3)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 28(95) 24(85) 12(50) 3(7) 81(23)24(12)11(11)2(3)12(10)154(42)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 11(2) 28(3)43(214)80(24)8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 0(2) 17(18) 111(30)43(212)2(10)91(25)0(1)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION = YIELD SIGNA B C D E #= NEAR TERM PROJECT LOCATION City of Fresno - North and Orange TIA Near Term Projects' Trip Assignment Figure 6 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 19 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Results of Near Term plus Project Level of Service Analysis The Near Term plus Project Traffic Conditions scenario assumes that the existing plus Project roadway geometrics and traffic controls will remain in place. Figure 7 illustrates the Near Term plus Project turning movement volumes, intersection geometrics and traffic controls. At present, developers of the Amazon Project have finalized street improvement plans to modify the intersection of North Avenue and Orange Avenue to include the following: 1) the modification of the eastbound trap right-turn lane into a through lane, 2) the striping of an eastbound right-turn lane, 3) the addition of a second westbound left-turn lane, and 4) the modification of the traffic signal to accommodate the modified lane geometrics. Based on information provided to JLB, these improvements will be built in 2018. However, to be conservative this TIA assumes that the baseline would remain in place under this study scenario. LOS worksheets from the Near Term plus Project Traffic Conditions scenario are provided n the Appendix G. Table V presents a summary of the Near Term plus Project peak hour LOS at the study intersections. Under this scenario, the intersections of North Avenue and Orange Avenue, North Avenue and State Route 99 SB Off-Ramp, and North Avenue and Cedar Avenue are projected to exceed their respective LOS threshold during one or both peak periods. To improve the LOS at each of the intersections projected to exceed its LOS threshold, it is recommended that the following improvements be implemented. North Avenue and Orange Avenue o Implement the improvements per the approved City of Fresno Street improvement plans as prepared for the Amazon Project. North Avenue and State Route 99 SB Off-Ramp o Add a second eastbound through lane o Add a westbound left-turn lane o Modify the westbound left-through lane to a through lane o Add southbound dual left-turn lanes o Modify the southbound left-through lane to a through lane o Lengthen the southbound flared right-turn lane to create a standard length right-turn lane o Signalize the intersection with protected left-turn phasing in all directions North Avenue and State Route 99 NB On-Ramp (improvements needed to improve queuing) o Add eastbound dual left-turn lanes o Modify the eastbound left-through lane to a through lane o Add a second eastbound through lane o Add a second westbound through lane o Signalize the intersection with protected left-turn phasing in all directions North Avenue and Cedar Avenue o Convert the eastbound right-turn lane to a through-right lane o Add a second westbound through lane o Add a second northbound left-turn lane o Modify the traffic signal to accommodate the added lane geometrics www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 20 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Between the Existing Traffic Conditions scenario and the Near Term plus Project Traffic Conditions scenario, the Project accounts for 22.1 percent of the daily trips, 15.0 percent of the AM peak hour trips, and 12.4 percent of the PM peak hour trips of growth in traffic, while the rest of the growth is attributable to the near term projects. Therefore, one can deduce that the mitigation measures presented under this scenario may not be necessary immediately upon completion of the proposed Project. However, if all of the near term projects are developed close to the completion date of the proposed Project, the detailed recommended improvements presented above may be necessary in order to improve the LOS to an acceptable threshold. Table V: Near Term plus Project Intersection LOS Results ID Intersection Intersection Control AM Peak Hour PM Peak Hour Average Delay (sec/veh) LOS Average Delay (sec/veh) LOS 1 North Avenue / Orange Avenue Signalized >120.0 F >120.0 F Signalized (Mitigated) 42.4 D 59.01 E 2 North Avenue / Project Driveway Two-Way STOP 22.9 C 12.0 B 3 North Avenue / State Route 99 SB Off-Ramp Two-Way STOP >120.0 F >120.0 F Signalized (Mitigated) 38.2 D 30.7 C 4 North Avenue / State Route 99 NB On-Ramp Unsignalized 18.3 C 20.8 C Signalized (Mitigated) 6.2 A 9.1 A 5 North Avenue / Cedar Avenue Signalized >120.0 F 79.2 E Signalized (Mitigated) 25.6 C 41.7 D 6 North Avenue / Chestnut Avenue Signalized 19.9 B 19.5 B 7 State Route 99 NB Off-Ramp / Cedar Avenue Two-Way STOP 11.6 B 12.7 B 8 Parkway Drive / Cedar Avenue Two-Way STOP 13.0 B 17.0 C Notes: LOS = Level of Service based on average delay on signalized intersections and All-Way STOP Controls LOS for Two-Way and One-Way STOP controlled intersections are based on the worst approach/movement of the minor street. Traffic Signal Warrants Peak hour traffic signal warrants, as appropriate, were prepared for the unsignalized study intersections in the Near Term plus Project Traffic Conditions scenario. These warrants are found in Appendix K. The effects of right-turning traffic from the minor approach onto the major approach were considered using engineering judgment pursuant to CA MUTCD guidelines for the preparation of traffic signal warrants. Under this scenario, the intersections of North Avenue and State Route 99 SB Off-Ramp and North Avenue and State Route 99 NB On-Ramp satisfy peak hour signal warrants during the AM and PM peaks. Based on the signal warrants and engineering judgment, signalization of these intersections is recommended. CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/15/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 67(158) 193(560) 134(45) 735(248) 609(295) 49(19)31(144)93(383)194(778)215(215)339(111)166(92)2.North Ave &Project Driveway Project DrivewayNorth Ave 651(1595) 1366(537) 280(228)76(67)3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 549(1390) 108(238) 4(4) 842(404)13(12)17(28)153(101)220(86)783(366)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 307(762) 397(782) 864(412) 108(403) 5.North Ave &Cedar Ave North AveCedar Ave 39(36) 345(736) 24(5) 28(39) 719(480) 27(10)326(347)37(66)49(127)9(13)35(17)30(34)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 81(139) 131(239) 73(130) 66(52) 236(146) 40(76)111(81)236(514)42(51)63(29)310(333)205(98)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 39(13) 247(147)135(349)165(82)8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 5(5) 109(217) 201(97)20(12)140(330)28(33)40(34)151(59)13(3)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION = YIELD SIGN 49(42) City of Fresno - North and Orange TIA Near Term + Project - Traffic Volumes, Geometrics and Controls Figure 7 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 22 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Cumulative Year 2035 No Project Traffic Conditions The Cumulative Year 2035 No Project Traffic Conditions scenario assumes that the existing roadway geometrics and traffic controls will remain in place with a few exceptions. By the year 2035, the baseline geometrics assume that the interchange of State Route 99 with North Avenue will be reconstructed and that the interchange of State Route 99 with Cedar Avenue will be removed. Furthermore, on December 6, 2016, Caltrans completed the preparation of a Project Study Report-Project Development Support (PSR- PDS) to request programming for funding for the Project Approval and Environmental Document Phase. The PSR-PDS contained four (4) interchange project alternatives. All four alternatives would remove the connection of Parkway Drive to North Avenue by redirecting it west towards Orange Avenue. At the time of preparation of this TIA, a preferred project alternative had not been selected. For purposes of this study, it was assumed that Alternative 3: Spread Diamond would be implemented. Measure C has the reconstruction of the interchange of State Route 99 with North Avenue and Cedar Avenue as an Urban Tier 1, Project M. A total of $47.14 million has been programmed in Measure C, while the Fresno COG Regional Transportation Program (RTP) has programmed $12.50 million towards the North Avenue and Cedar Avenue interchange reconstruction. Therefore, a total of $59.64 million are being allocated for this project. Appendix H includes excerpts from the Measure C and Fresno COG RTP programs as well as the Alternative 3: Spread Diamond Interchange concept. Results of Cumulative Year 2035 No Project Level of Service Analysis Figure 8 illustrates the Cumulative Year 2035 No Project total turning movement volumes, assumed intersection geometrics and traffic controls. LOS worksheets for the Cumulative Year 2035 No Project Traffic Conditions scenario are provided in Appendix I. Table VI presents a summary of the Cumulative Year 2035 No Project peak hour LOS at the study intersections. Under this scenario, the intersection of North Avenue and Chestnut Avenue is projected to operate at an unacceptable LOS during the AM and PM peak periods. To improve the LOS at this intersection, it is recommended that the following improvements be implemented. North Avenue and Chestnut Avenue o Add an eastbound left-turn lane o Change the eastbound left-through-right lane to a through lane o Add an eastbound right-turn lane o Add a westbound left-turn lane o Change the westbound left-through-right lane to a through lane o Add a westbound right-turn lane o Modify the traffic signal to accommodate the added lane geometrics www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 23 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Table VI: Cumulative Year 2035 No Project Intersection LOS Results ID Intersection Intersection Control AM Peak Hour PM Peak Hour Average Delay (sec/veh) LOS Average Delay (sec/veh) LOS 1 North Avenue / Orange Avenue Signalized 37.3 D 55.8 E 2 North Avenue / Project Driveway Would Not Exist N/A N/A N/A N/A 3 North Avenue / State Route 99 SB Off-Ramp Signalized 23.9 C 13.4 B 4 North Avenue / State Route 99 NB On-Ramp Signalized 15.2 B 22.9 C 5 North Avenue / Cedar Avenue Signalized 18.5 B 42.2 D 6 North Avenue / Chestnut Avenue Signalized 80.9 F 96.2 F Signalized (Mitigated) 40.2 D 47.5 D 7 State Route 99 NB Off-Ramp/ Cedar Avenue Would Not Exist N/A N/A N/A N/A 8 Parkway Drive / Cedar Avenue Two-Way STOP 11.8 B 10.4 B Notes: LOS = Level of Service based on average delay on signalized intersections and All-Way STOP Controls LOS for Two-Way and One-Way STOP controlled intersections are based on the worst approach/movement of the minor street. Traffic Signal Warrants Peak hour traffic signal warrants, as appropriate, were prepared for the unsignalized study intersections in the Cumulative Year 2035 No Project Traffic Conditions scenario. These warrants are found in Appendix K. The effects of right-turning traffic from the minor approach onto the major approach were considered using engineering judgment pursuant to CA MUTCD guidelines for the preparation of traffic signal warrants. Under this scenario, none of the unsignalized intersections satisfy peak hour signal warrants. CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/20/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 48(145) 627(712) 134(104) 728(241) 565(733) 56(28)31(144)84(374)194(778)47(73)337(110)164(125)2.North Ave &Project Driveway Project DrivewayNorth Ave 868(1563) 1349(1002) 3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 438(1126) 430(437) 121(153) 748(783)265(129)601(219)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 151(638) 552(617) 650(649) 108(403)219(287)69(104)5.North Ave &Cedar Ave North AveCedar Ave 89(35) 455(675) 77(11) 71(95) 650(805) 68(18)79(203)39(66)80(136)9(13)35(17)29(44)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 219(163) 300(250) 162(300) 66(52) 204(301) 52(87)199(288)368(601)44(51)96(42)413(480)180(205)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 0(0) 0(0)0(0)0(0)8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 51(25) 199(95)16(19)147(380)159(107)24(16)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION WOULD NOT EXIST WOULD NOT EXIST City of Fresno - North and Orange TIA Cumulative Year 2035 No Project - Traffic Volumes, Geometrics and Controls Figure 8 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 25 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Cumulative Year 2035 plus Project Traffic Conditions The Cumulative Year 2035 plus Project Traffic Conditions scenario assumes the same roadway geometrics and traffic controls as presented in the Cumulative Year 2035 No Project Traffic Conditions scenario. With these changes in the roadway network, it is projected that travel patterns may differ from what is anticipated for the immediate Project build-out. Figure 9 illustrates the 2035 Project Only Trips to the study intersections. Results of Cumulative Year 2035 plus Project Level of Service Analysis Figure 10 illustrates the Cumulative Year 2035 plus Project turning movement volumes, intersection geometrics and traffic controls. LOS worksheets for the Cumulative Year 2035 plus Project Traffic Conditions scenario are provided in Appendix J. Table VII presents a summary of the Cumulative Year 2035 plus Project peak hour LOS at the study intersections. Under this scenario, the intersection of North Avenue and Chestnut Avenue is projected to operate at an unacceptable LOS during the AM and PM peak periods. To improve the LOS at this intersection, it is recommended that the same improvements presented in the Cumulative Year 2035 No Project Traffic Conditions scenario be implemented. Table VII: Cumulative Year 2035 plus Project Intersection LOS Results ID Intersection Intersection Control AM Peak Hour PM Peak Hour Average Delay (sec/veh) LOS Average Delay (sec/veh) LOS 1 North Avenue / Orange Avenue Signalized 62.2 E 62.4 E 2 North Avenue / Project Driveway Two-Way STOP 23.6 C 16.7 C 3 North Avenue / State Route 99 SB Off-Ramp Signalized 38.2 D 28.5 C 4 North Avenue / State Route 99 NB On-Ramp Signalized 15.2 B 19.6 B 5 North Avenue / Cedar Avenue Signalized 18.9 B 35.0 C 6 North Avenue / Chestnut Avenue Signalized 103.3 F 116.5 F Signalized (Mitigated) 47.0 D 53.5 D 7 State Route 99 NB Off-Ramp / Cedar Avenue Would Not Exist N/A N/A N/A N/A 8 Parkway Drive / Cedar Avenue Two-Way STOP 11.8 B 10.4 B Notes: LOS = Level of Service based on average delay on signalized intersections and All-Way STOP Controls LOS for Two-Way and One-Way STOP controlled intersections are based on the worst approach/movement of the minor street. Traffic Signal Warrants Peak hour traffic signal warrants, as appropriate, were prepared for the unsignalized study intersections in the Cumulative Year 2035 plus Project Traffic Conditions scenario. These warrants are found in Appendix K. The effects of right-turning traffic from the minor approach onto the major approach were considered using engineering judgment pursuant to CA MUTCD guidelines for the preparation of traffic signal warrants. Under this scenario, none of the unsignalized intersections satisfy peak hour signal warrants. CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/27/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 38(29) 9(6) 26(37) 1(1)6(6)178(144)2(1)1(2)2.North Ave &Project Driveway Project DrivewayNorth Ave 232(190) 263(209)90(90)3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 208(165) 24(25) 116(95)147(114)5.North Ave &Cedar Ave North AveCedar Ave 1(1) 78(64) 1(1) 85(69)1(1)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 51(36) 14(11) 1(1) 15(12)1(1)55(39)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 24(20) 8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 2(0)2(2)0(1)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION = YIELD SIGN 54(46) WOULD N OT EXIST City of Fresno - North and Orange TIA 2035 Project Only Trips Figure 9 4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 128(99) 80(66) 86(70)30(25) CHESTNUT AVESJVRR SJVRRMAPLE AVEANNADALE AVE MUSCAT AVE G O L D E N S T A T E B L V D CEDAR AVEORANGE AVENORTH AVE FORTUNE AVE MAPLE AVECENTRAL AVE JENSEN AVE U P R R MAPLE AVENORTH AVE P A R KW A Y D R 004-051 - 12/20/17 - JR 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions 2 4 7 1 3 8 5 6 1.North Ave &Orange Ave Orange AveNorth Ave 86(174) 627(712) 134(104) 737(247) 591(770) 57(29)31(144)90(380)194(778)225(217)339(111)165(127)2.North Ave &Project Driveway Project DrivewayNorth Ave 1100(1753) 1349(1002) 263(209)90(90)3.North Ave &SR 99 SB Off-Ramp SR 99 SB Off-RampNorth Ave 646(1291) 454(462) 121(153) 864(878)265(129)748(333)4.North Ave &SR 99 NB On-Ramp SR 99 NB On-RampNorth Ave 279(737) 632(683) 736(719) 108(403)249(312)69(104)5.North Ave &Cedar Ave North AveCedar Ave 90(36) 533(739) 78(12) 71(95) 735(874) 68(18)79(203)39(66)80(136)9(13)35(17)30(45)6.North Ave &Chestnut Ave Chestnut AveNorth Ave 270(199) 314(261) 163(301) 66(52) 219(313) 52(87)200(289)368(601)44(51)96(42)413(480)235(244)7.SR 99 NB Off-Ramp &Cedar Ave Cedar AveSR 99 NB Off-Ramp 0(0) 0(0)0(0)0(0)8.Parkway Dr &Cedar Ave Cedar AveParkway Dr 51(25) 201(95)18(21)147(380)159(108)24(16)N Not To Scale LEGEND = AM PROJECT TRIPS = PM PROJECT TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN = STUDY INTERSECTION# = PROJECT LOCATION WOULD NOT EXIST 54(46) City of Fresno - North and Orange TIA Cumulative Year 2035 + Project - Traffic Volumes, Geometrics and Controls Figure 10 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 28 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Queuing Analysis Table VIII provides a queue length summary for left- and right-turn lanes at all study scenarios. The queuing analyses for the study intersections are contained in the LOS worksheets for the respective scenarios. Appendix A contains the methodologies used to evaluate these intersections. Queuing analyses were completed using Sim Traffic output information. Synchro provides both 50th and 95th percentile maximum queue lengths in feet. Per the Synchro manual, “the 50th percentile maximum queue is the maximum back of queue on a typical cycle and the 95th percentile queue is the maximum back of queue with 95th percentile volumes.” The queues shown on Table VIII are the 95th percentile queue lengths for the respective lane movements. The Highway Design Manual (HDM) provides guidance for determining deceleration lengths for the left- and right-turn lanes based on design speeds. Per the HDM criteria, “tapers for right-turn lanes are usually unnecessary since the main line traffic need not be shifted laterally to provide space for the right-turn lane. If, in some rare instances, a lateral shift were needed, the approach taper would use the same formula as for a left-turn lane.” Therefore, a bay taper length pursuant to the Caltrans HDM would need to be added, as necessary, to the recommended storage lengths presented below. Table VIII: Queuing Analysis ID Intersection Existing Queue Storage Length (ft.) Existing Existing plus Project Near Term plus Project Cumulative 2035 No Project Cumulative 2035 plus Project AM PM AM PM AM PM AM PM AM PM 1 Orange Avenue / North Avenue EB Left 250 49 79 84 123 124 304 79 269 186 273 EB Right * 9 12 6 11 130 58 104 148 109 82 WB Left 185 77 57 121 122 * * * * * * WB Dual Lefts * * * * * 262 186 377 152 345 224 WB Right 100 48 24 45 20 110 24 35 82 94 84 NB Left 150 25 26 13 25 64 252 69 231 43 288 NB Right 150 34 59 37 46 * * * * * * NB Dual Rights * * * * * 78 300 84 331 99 320 SB Left 100 32 74 198 175 212 185 84 125 209 203 SB Right 130 41 39 105 131 207 293 105 76 151 98 2 North Avenue / Driveway SB Right * * * 58 59 142 52 * * 264 81 3 North Avenue / SR 99 SB Off-Ramp EB Right * 60 89 183 377 81 119 232 168 225 144 WB Left * * * * * 3 2 * * * * WB Dual Lefts * * * * * * * 83 95 70 97 NB Left * 13 9 54 24 50 63 * * * * NB Right * 34 47 38 63 53 71 * * * * SB Left * * * 229 166 156 149 * * * * SB Dual Lefts * * * * * * * 115 77 138 94 SB Right * * * 134 88 * * * * * * SB Dual Rights * * * * * 390 95 238 88 387 172 4 North Avenue / SR 99 NB On-Ramp EB Dual Lefts * * * * * 148 300 123 167 164 206 WB Right 85 * 60 36 50 40 247 88 157 64 185 NB Dual Lefts * * * * * * * 133 158 136 146 NB Right * * * * * * * 84 86 78 84 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 29 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Table VIII: Queuing Analysis (cont.) ID Intersection Existing Queue Storage Length (ft.) Existing Existing plus Project Near Term plus Project Cumulative 2035 No Project Cumulative 2035 plus Project AM PM AM PM AM PM AM PM AM PM 5 Cedar Avenue / North Avenue EB Left 150 78 46 67 50 89 68 133 101 127 68 EB Right 100 46 7 32 7 * * 54 26 72 19 WB Left 150 69 58 70 105 91 85 102 162 120 161 WB Right * * * * * * * 51 33 53 17 NB Left 180 167 169 242 254 * * 120 258 126 337 NB Dual Lefts * * * * * 182 250 * * * * NB Right 180 36 50 41 53 71 90 43 124 69 118 SB Left 155 31 32 32 62 31 71 30 56 29 41 SB Right 355 49 63 41 93 68 53 46 53 37 80 6 Chestnut Avenue / North Avenue EB Left * * * * * * * 247 370 242 343 EB Right * * * * * * * 76 193 94 244 WB Left * * * * * * * 122 116 83 107 WB Right * * * * * * * 71 85 66 197 NB Left 245 101 76 97 106 126 124 276 365 365 322 SB Left 150 89 56 86 76 82 51 125 57 151 95 7 Cedar Avenue / SR 99 NB Off-Ramp WB Left >300 40 27 38 45 56 26 * * * * WB Right * * * * 31 149 53 * * * * 8 Cedar Avenue / Parkway Drive EB Left * * * * * * * 92 20 56 23 EB Right 100 60 22 42 12 141 41 123 37 80 23 Note: * = Does not exist or is not projected to exist Based on the Synchro output files and traffic engineering judgement, it is recommended that the storage capacity for the following be considered for the Cumulative Year 2035 plus Project Traffic Conditions. Orange Avenue and North Avenue o Consider increasing the storage capacity of the eastbound left-turn lane to 275 feet. o Consider setting the storage capacity of the eastbound right-turn lane to 150 feet. o Consider setting the storage capacity of the westbound dual left-turn lanes to 375 feet. o Consider increasing the storage capacity of the westbound right-turn lane to 125 feet. o Consider increasing the storage capacity of the northbound left-turn lane to 300 feet. o Consider increasing the storage capacity of the northbound dual right-turn lanes to 325 feet. o Consider increasing the storage capacity of the southbound left-turn lane to 200 feet. o Consider increasing the storage capacity of the southbound right-turn lane to 150 feet. North Avenue and State Route 99 SB Off-Ramp o Consider setting the storage capacity of the eastbound right-turn lane to 225 feet. o Consider setting the storage capacity of the westbound dual left-turn lanes to 100 feet. o Consider setting the storage capacity of the southbound dual left-turn lanes to 150 feet. o Consider setting the storage capacity of the southbound dual right-turn lanes to 400 feet. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 30 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 North Avenue and State Route 99 NB On-Ramp o Consider setting the storage capacity of the eastbound dual left-turn lanes to 225 feet. o Consider increasing the storage capacity of the westbound right-turn lane to 200 feet. o Consider setting the storage capacity of the northbound dual left-turn lanes to 175 feet. o Consider setting the storage capacity of the northbound right-turn lane to 100 feet. Cedar Avenue and North Avenue o Consider increasing the storage capacity of the westbound left-turn lane to 175 feet. o Consider setting the storage capacity of the westbound right-turn lane to 75 feet. o Consider increasing the storage capacity of the northbound left-turn lane to 350 feet. Chestnut Avenue and North Avenue o Consider setting the storage capacity of the eastbound left-turn lane to 375 feet. o Consider setting the storage capacity of the eastbound right-turn lane to 250 feet. o Consider setting the storage capacity of the westbound left-turn lane to 125 feet. o Consider setting the storage capacity of the westbound right-turn lane to 200 feet. o Consider increasing the storage capacity of the northbound left-turn lane to 375 feet Cedar Avenue and Parkway Drive o Consider setting the storage capacity of the eastbound left-turn lane to 100 feet. o Consider setting the storage capacity of the eastbound right-turn lane to 125 feet. At the remaining approaches to the study intersections, the existing or planned storage capacity will be sufficient to accommodate the maximum queue. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 31 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Project’s Pro-Rata Fair Share of Future Transportation Improvements The Project’s fair share percentage impacts to the future improvements which are not fully funded by existing impact fee programs are provided in Table IX. Caltrans guidelines for the Preparation of Traffic Impact Studies. The Project's pro-rata fair shares were calculated utilizing the Existing volumes, 2035 Project Only Trips, and the Cumulative Year 2035 plus Project volumes. Figure 2 illustrates the Existing volumes, Figure 9 illustrates the 2035 Project Only Trips, and Figure 10 illustrates the Cumulative Year 2035 plus Project traffic volumes. Since the critical peak period for the study facilities was determined to be during the AM peak, the AM peak volumes are utilized to determine the Project’s pro-rata fair share. It is recommended that the Project contribute its equitable fair share as listed in Table IX for the future improvements necessary to maintain an acceptable LOS or turn lane storage capacity. However, fair share contributions should only be made for those facilities or portion thereof currently not funded by the responsible agency roadway impact fee program(s), as appropriate. For those improvements not presently covered by local and regional roadway impact fee programs, it is recommended that the Project contribute its equitable fair share. Payment of the Project’s equitable fair share in addition to the local and regional impact fee programs would satisfy the Project’s traffic mitigation measures. This study does not provide construction costs for the recommended mitigation measures; therefore, if the recommended mitigation measures are implemented, it is recommended that the developer work with the City of Fresno to develop the estimated construction cost. Table IX: Project’s Fair of Share of Future Roadway Improvements ID Intersection Existing Traffic Volumes (AM Peak) Cumulative Year 2035 + Project Traffic Volumes (AM Peak) 2035 Project Only Trips (AM Peak) Project's Fair Share (%) 3 North Avenue / SR 99 SB Off-Ramp 861 3,098 495 22.13% 4 North Avenue / SR 99 NB Off-Ramp 629 2,073 324 22.44% 5 North Avenue / Cedar Avenue 856 1,847 166 16.75% 6 North Avenue / Chestnut Avenue 1,131 2,440 137 10.47% Note: Project Fair Share = ((2035 Project Only Trips) / (Cumulative Year 2035 + Project Traffic Volumes - Existing Traffic Volumes)) x 100 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 32 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Conclusions and Recommendations Conclusions and recommendations regarding the proposed Project are provided below. Existing Traffic Conditions At present, all study intersections operate at an acceptable LOS during the AM and PM peak periods. Existing plus Project Traffic Conditions A review of the existing Project site property lines and the Project driveways to be constructed indicate that the proposed access driveways are located at points that minimize traffic operational impacts to the existing roadway network. It is recommended that the Project implement Class II bike lanes along its frontage to North Avenue. At build-out, the Project is estimated to generate a maximum of 7,965 daily trips, 644 AM peak hour trips and 536 PM peak hour trips. Under this scenario, the intersection of North Avenue and State Route 99 SB Off-Ramp is projected to exceed its LOS threshold during the AM peak period. To improve the LOS at this intersection, it is recommended that the following improvements be implemented. o Add a southbound left-turn lane o Modify the southbound left-through lane to a through lane o Lengthen the short southbound flared right-turn lane to create a standard length right-turn lane o Signalize the intersection with protected left-turn phasing in the northbound and southbound directions and split phasing in the eastbound and westbound directions Near Term plus Project Traffic Conditions The total trip generation for the Near Term Projects is 28,023 daily trips, 3,648 AM peak hour trips, and 3,780 PM peak hour trips. The Project accounts for 22.1 percent of the daily trips, 15.0 percent of the AM peak hour trips, and 12.4 percent of the PM peak hour trips of growth in traffic, while the rest of the growth is attributable to the near term projects. Therefore, one can deduce that the mitigation measures presented under this scenario may not be necessary immediately upon completion of the proposed Project. Under this scenario, the intersections of North Avenue and Orange Avenue, North Avenue and State Route 99 SB Off-Ramp, and North Avenue and Cedar Avenue are projected to exceed their respective LOS threshold during one or both peak periods. To improve the LOS at each of the intersections projected to exceed its LOS threshold, it is recommended that the following improvements be implemented. o North Avenue and Orange Avenue Implement the improvements per the approved City of Fresno Street improvement plans as prepared for the Amazon Project. o North Avenue and State Route 99 SB Off-Ramp Add a second eastbound through lane Add a westbound left-turn lane Modify the westbound left-through lane to a through lane Add southbound dual left-turn lanes www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 33 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Modify the southbound left-through lane to a through lane Lengthen the southbound flared right-turn lane to create a standard length right-turn lane Signalize the intersection with protected left-turn phasing in all directions o North Avenue and State Route 99 NB On-Ramp (improvements needed to improve queuing) Add eastbound dual left-turn lanes Modify the eastbound left-through lane to a through lane Add a second eastbound through lane Add a second westbound through lane Signalize the intersection with protected left-turn phasing in all directions o North Avenue and Cedar Avenue Convert the eastbound right-turn lane to a through-right lane Add a second westbound through lane Add a second northbound left-turn lane Modify the traffic signal to accommodate the added lane geometrics Cumulative Year 2035 No Project Traffic Conditions Under this scenario, the intersection of North Avenue and Chestnut Avenue is projected to operate at an unacceptable LOS during the AM and PM peak periods. To improve the LOS at this intersection, it is recommended that the following improvements be implemented. o North Avenue at Chestnut Avenue Add an eastbound left-turn lane Change the eastbound left-through-right lane to a through lane Add an eastbound right-turn lane Add a westbound left-turn lane Change the westbound left-through-right lane to a through lane Add a westbound right-turn lane Modify the traffic signal to accommodate the added lane geometrics Cumulative Year 2035 plus Project Traffic Conditions Under this scenario, the intersection of North Avenue and Chestnut Avenue is projected to operate at an unacceptable LOS during the AM and PM peak periods. To improve the LOS at this intersection, it is recommended that the same improvements presented in the Cumulative Year 2035 No Project Traffic Conditions scenario be implemented. Queuing Analysis It is recommended that the City consider left- and right-turn lane storage lengths as indicated in the Queuing Analysis. Project Equitable Fair Share Impact Analysis It is recommended that the Project contribute its equitable fair share as presented in Table IX. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 34 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Commercial Development at North and Orange - City of Fresno Draft Traffic Impact Analysis January 12, 2018 Study Participants JLB Traffic Engineering, Inc. Personnel: Jose Luis Benavides, P.E., T.E. Project Manager Susana Maciel, E.I.T. Engineering I/II Alan Miao, E.I.T. Engineer I/II Jove Alcazar Engineer I/II Javier Rios Engineer I/II Veronica Benavides Clerical Persons Consulted: Jill Gormley, P.E. City of Fresno Harpreet Kooner County of Fresno Tong Xiong County of Fresno David Padilla Caltrans Kai Han, T.E. Fresno COG Neil Angelillo True North properties References 1. Trip Generation, 10th Edition, Washington D.C., Institute of Transportation Engineers, 2017 2. City of Fresno, 2035 General Plan 3. County of Fresno, 2000 General Plan 4. 2014 California Manual on Uniform Traffic Control Devices, Caltrans, November 7, 2014 5. Guide for the Preparation of Traffic Impact Studies, Caltrans, dated December 2002. 6. Final 2006 Measure “C” Extension Expenditure Plan 7. Fresno COG 2014 Regional Transportation Plan http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | A Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix A: Scope of Work www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 1 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 October 31, 2017 Mrs. Jill Gormley, PE Traffic Engineer City of Fresno 2600 Fresno Street Fresno, CA 93721-3616 Via Email Only: Jill.Gormley@fresno.gov Subject: Proposed Draft Scope of Work for the Preparation of a Traffic Impact Analysis for the Proposed Commercial Development at the Northeast Corner of North Avenue and Orange Avenue in the City of Fresno (JLB Project 004-051) Dear Mrs. Gormley, JLB Traffic Engineering, Inc. (JLB) hereby submits this Draft Scope of Work for the preparation of a Traffic Impact Analysis (TIA) for the proposed commercial development (Project) described below. The Project proposes to build a gasoline station with convenience market, and two fast food restaurants with drive- through windows on 3.92 acres at the northeast corner of North Avenue and Orange Avenue in the City of Fresno. Per information provided to JLB, the Project is consistent with the City of Fresno General Plan. An aerial of the Project vicinity and the Project site plan can be found in Exhibit A and Exhibit B respectively. The purpose of this TIA is to evaluate the potential on- and off-site traffic impacts, identify short-term roadway and circulation needs, determine potential mitigation measures, and identify any critical traffic issues that should be addressed in the on-going planning process. In order to evaluate the on and off- site traffic impacts of the proposed project, JLB proposes the following draft scope of work. Scope of Work Request a Fresno Council of Governments (Fresno COG) traffic forecast model run for the Project (Select Zone Analysis), which will include the Project and the streets to be analyzed. The Fresno COG traffic forecasting model will be used to forecast traffic volumes for the Base Year 2017 and Cumulative Year 2035 plus Project scenarios. JLB will evaluate existing and forecast levels of service (LOS) at the study intersection(s). JLB will use HCM 2010 methodologies within Synchro to perform this analysis for the AM and PM peak hours. JLB will identify the causes of poor LOS. Evaluate on-site circulation and provide recommendations as necessary to improve circulation to the site and within the Project site. As necessary, obtain recent (less than two years) or schedule and conduct new traffic counts at the study facility(ies). www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 2 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mrs. Gormley North Avenue and Orange Avenue Commercial TIA Draft Scope of Work October 31, 2017 Perform a site visit to observe existing traffic conditions, especially during the AM and PM peak hours. Existing roadway conditions, including geometrics and traffic controls, will be verified. Forecast trip distribution based on turn count information, input from Fresno COG staff and knowledge of the existing and planned circulation network in the vicinity of the Project. Prepare California Manual on Uniform Traffic Control Devices (CA MUTCD) peak hour signal warrants for un-signalized study intersections. JLB will qualitatively analyze existing and planned transit routes in the Project’s vicinity. JLB will qualitatively analyze existing and planned bikeways in the Project’s vicinity. Study Scenarios: 1. Existing traffic conditions with needed improvements (if any); 2. Existing plus Project traffic conditions with proposed improvement measures (if any); 3. Near Term plus Project traffic conditions with proposed mitigation measures (if any); and 4. Cumulative Year 2035 plus Project traffic conditions with proposed mitigation measures (if any). Weekday peak hours to be analyzed: 1. 7 - 9 AM peak hour 2. 4 - 6 PM peak hour Study Intersections: 1. North Avenue / Orange Avenue 2. North Avenue / Project Driveway (limited right in, and right out access) 3. North Avenue / SR 99 SB Off-Ramp 4. North Avenue / SR 99 NB On-Ramp 5. Cedar Avenue / SR 99 NB Off-Ramp 6. Cedar Avenue / SR 99 SB On-Ramp Queuing analysis is included in the proposed scope of work for the study intersection(s) listed above under all study scenarios. This analysis will be utilized to recommend minimum storage lengths for left- turn and right-turn lanes at all study intersections. Study Segments: 1. None Project Only Trip Assignment to the Following State Facilities: 1. None Trip Generation Table I presents the trip generation for the proposed Project pursuant to the 9th Edition of the Trip Generation Manual with trip generation rates for a Gasoline/Service Station with Convenience Market, and the Fast-Food Restaurants with Drive-Through Windows. At build-out, the Project is estimated to generate a maximum of 5,907 daily trips, 456 AM peak hour trips and 439 PM peak hour trips. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 3 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mrs. Gormley North Avenue and Orange Avenue Commercial TIA Draft Scope of Work October 31, 2017 Table I: Project Only Trip Generation Note: f.p. = Fueling Positions k.s.f. = Thousand Square Feet Access to the Project Access to and from the Project site is from three points. One of the proposed access points is located along the north side of North Avenue at a point approximately 360 feet east of Orange Avenue and is proposed to be limited to right-in, and right-out access. The second and third proposed access points are located on the south side of a private street approximately 180 feet north of North Avenue. These two driveways are to be located approximately 120 and 270 feet east of Orange Avenue. The site plan, which can be found in Exhibit B, illustrates the proposed access points. Near Term Projects to be Included Based on our local knowledge of the study area, JLB proposes to include projects in the vicinity of the proposed Project under the Near Term plus Project Analysis. The projects proposed to be included in the Near Term Scenario are: Project Name General Location 1. 4780 South Maple Avenue Rezone NE corner of Maple/American 2. 2778 South Willow Avenue NW corner of Annandale/Willow 3. G3 Development NW corner of Central/East 4. Amazon NW corner of Central/Orange 5. Orange Avenue Industrial Park North side of Central between Orange/Cedar Other Near Term Projects the City of Fresno, County of Fresno or Caltrans has knowledge of and for which it is anticipated that said project(s) is/are projected to be whole or partially built by the Near Term Project Year 2022, the City of Fresno, County of Fresno or Caltrans, as appropriate, would need to provide JLB with near term project details. Near term project details include project description, location, proposed land uses with breakdowns and type of residential units and amount of square footages for non-residential uses. Land Use (ITE Code) Size Unit Daily AM Peak Hour PM Peak Hour Rate Total Trip Rate In Out In Out Total Trip Rate In Out In Out Total % % Gasoline/Service Station with Convenience Market (945) 18 f.p. 162.78 2,930 10.16 50 50 92 92 183 13.51 50 50 122 122 243 Fast-Food Restaurant with Drive-Through Window (934) 6.000 k.s.f. 496.12 2,977 45.42 51 49 139 134 273 32.65 52 48 102 94 196 Total Project Trips 5,907 231 226 456 224 216 439 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 4 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mrs. Gormley North Avenue and Orange Avenue Commercial TIA Draft Scope of Work October 31, 2017 The above scope of work is based on our understanding of this Project and our experience with similar Traffic Impact Analysis Projects. In the absence of comments by November 21, 2017, it will be assumed that the above scope of work is acceptable to the agency(ies) that have not submitted any comments to the proposed TIA Draft Scope of Work. If you have any questions or require additional information, please contact me by phone at (559) 570-8991 or by e-mail at jbenavides@jlbtraffic.com. Sincerely, Jose Luis Benavides, P.E., T.E. President cc: Tong Xiong, County of Fresno Harpreet Kooner, County of Fresno David Padilla, Caltrans Z:\01 Projects\004 Fresno\004-051 North & Orange TIA\Draft Scope of Work\L10312017 Draft Scope of Work.docx www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 5 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mrs. Gormley North Avenue and Orange Avenue Commercial TIA Draft Scope of Work October 31, 2017 Exhibit A – Aerial www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 6 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mrs. Gormley North Avenue and Orange Avenue Commercial TIA Draft Scope of Work October 31, 2017 Exhibit B – Site Plan This email has been flagged as containing one or more attachments from an outside source. Please check the senders email address carefully. If you were not expecting to receive an email with attachments, please DO NOT open the file. Forward the email to SPAM "SPAM@co.fresno.ca.us" and delete it. David Padilla,Associate Transportation Planner Office of Planning &Local Assistance 1352 W.Olive Avenue Fresno,CA 93778 2616 Office:(559)444 2493,Fax:(559)445 5875 District 6 jmg http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | B Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix B: Traffic Counts Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Precision Civil Engineering, Inc. 800-975-6938 Phone/Fax 1234 "O" Street www.metrotrafficdata.com Fresno, CA 93721 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 0 2 2 1 7 2 11 1 11 34 0 14 12 75 14 13 7:15 AM - 7:30 AM 2 4 7 0 3 2 15 1 9 34 0 8 4 78 13 13 7:30 AM - 7:45 AM 0 3 5 1 8 4 10 5 4 39 1 13 8 78 8 17 7:45 AM - 8:00 AM 1 3 9 2 4 3 17 2 4 42 1 9 11 89 12 16 8:00 AM - 8:15 AM 1 2 6 2 5 4 25 5 10 31 2 10 5 66 15 14 8:15 AM - 8:30 AM 2 2 7 6 6 6 16 8 6 40 2 13 5 70 9 16 8:30 AM - 8:45 AM 0 6 4 1 8 5 7 4 8 50 1 11 2 52 9 21 8:45 AM - 9:00 AM 0 8 7 2 8 2 7 2 16 53 2 9 6 49 11 12 TOTAL 6 30 47 15 49 28 108 28 68 323 9 87 53 557 91 122 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 5 4 7 1 19 4 9 4 15 92 2 17 6 68 4 23 4:15 PM - 4:30 PM 3 4 5 0 12 10 14 7 8 77 2 13 20 53 5 20 4:30 PM - 4:45 PM 1 20 28 1 18 3 13 4 17 86 4 14 8 56 6 21 4:45 PM - 5:00 PM 4 9 19 0 17 6 11 4 11 81 1 8 2 50 3 14 5:00 PM - 5:15 PM 1 13 17 1 19 4 16 4 22 77 1 15 7 46 4 14 5:15 PM - 5:30 PM 2 4 7 0 17 6 17 3 14 65 5 8 2 52 5 9 5:30 PM - 5:45 PM 1 1 9 0 13 5 10 2 8 50 2 12 7 49 2 15 5:45 PM - 6:00 PM 0 2 7 0 7 4 11 3 7 50 1 6 3 25 3 7 TOTAL 17 57 99 3 122 42 101 31 102 578 18 93 55 399 32 123 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 4 12 27 5 20 13 67 13 27 146 4 40 28 311 48 60 4:00 PM - 5:00 PM 13 37 59 2 66 23 47 19 51 336 9 52 36 227 18 78 PHF Trucks PHF AM 0.902 16.7% PM 47 23 66 0.944 PM 0.887 16.4%AM 67 13 20 0.735 PHF 0.908 0.941 AM PM 51 27 48 18 336 146 311 227 9 4 28 36 PM AM PHF 0.864 0.901 PHF 0.827 4 12 27 AM 0.556 13 37 59 PM Turning Movement Report Southbound Orange Avenue @ North Avenue Fresno Thursday, April 28, 2016 Clear Eastbound 36.692431° -119.763730° Page 1 of 3Orange Avenue Orange Avenue North AvenueNorth Avenue Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Precision Civil Engineering, Inc. 800-975-6938 Phone/Fax 1234 "O" Street www.metrotrafficdata.com Fresno, CA 93721 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 4 0 3 3 47 21 30 21 0 15 26 17 0 66 0 12 7:15 AM - 7:30 AM 0 0 2 2 32 17 25 14 0 30 17 11 1 69 0 11 7:30 AM - 7:45 AM 2 0 1 2 41 25 26 11 0 31 19 18 0 69 0 17 7:45 AM - 8:00 AM 3 0 3 2 44 28 42 28 0 32 21 16 0 66 0 9 8:00 AM - 8:15 AM 1 0 6 4 32 37 29 23 0 22 20 15 3 57 0 19 8:15 AM - 8:30 AM 3 0 7 3 36 19 26 24 3 35 19 24 1 55 0 15 8:30 AM - 8:45 AM 5 0 5 5 39 16 16 20 0 39 23 16 1 38 0 17 8:45 AM - 9:00 AM 2 0 5 4 44 23 28 24 0 46 23 14 1 39 0 8 TOTAL 20 0 32 25 315 186 222 165 3 250 168 131 7 459 0 108 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 3 0 5 0 29 15 19 17 0 63 56 19 3 62 0 19 4:15 PM - 4:30 PM 1 0 7 1 31 19 31 23 0 66 36 14 0 54 0 24 4:30 PM - 4:45 PM 0 0 8 1 21 7 24 20 0 87 44 12 1 43 0 13 4:45 PM - 5:00 PM 4 0 8 1 20 15 15 18 0 75 48 16 0 42 0 9 5:00 PM - 5:15 PM 5 0 14 2 18 8 12 17 0 68 47 21 1 35 0 13 5:15 PM - 5:30 PM 1 0 7 2 16 8 12 9 0 57 33 7 0 47 0 13 5:30 PM - 5:45 PM 0 0 1 0 14 7 11 6 0 40 29 12 0 47 0 17 5:45 PM - 6:00 PM 2 0 7 2 15 6 7 4 0 46 20 8 0 20 0 5 TOTAL 16 0 57 9 164 85 131 114 0 502 313 109 5 350 0 113 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 9 0 17 11 153 109 123 86 3 120 79 73 4 247 0 60 4:00 PM - 5:00 PM 8 0 28 3 101 56 89 78 0 291 184 61 4 201 0 65 PHF Trucks PHF AM 0.904 26.6% PM 89 56 101 0.759 PM 0.943 21.5%AM 123 109 153 0.844 PHF 0.906 0.886 AM PM 0 3 0 0 291 120 247 201 184 79 4 4 PM AM PHF 0.909 0.788 PHF 0.65 9 0 17 AM 0.75 8 0 28 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Parkway Drive SR 99 SB Offramp North AvenueNorth Avenue Northbound Westbound Turning Movement Report Southbound North Avenue @ SR 99 SB Offramp / Parkway Dr Fresno Thursday, April 28, 2016 Clear Eastbound 36.692375° -119.760721° Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Precision Civil Engineering, Inc. 800-975-6938 Phone/Fax 1234 "O" Street www.metrotrafficdata.com Fresno, CA 93721 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 18 44 0 10 0 64 13 22 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 9 56 0 20 0 68 22 26 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 14 57 0 22 0 71 26 26 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 9 69 0 24 0 68 18 26 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 13 48 0 28 0 62 19 32 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 12 69 0 31 0 54 17 31 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 15 68 0 22 0 41 24 32 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 14 78 0 25 0 42 21 45 TOTAL 0 0 0 0 0 0 0 0 104 489 0 182 0 470 160 240 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 52 48 0 16 0 58 62 14 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 48 53 0 15 0 53 71 18 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 52 61 0 18 0 53 86 22 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 33 68 0 12 0 45 74 21 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 53 52 0 18 0 35 77 11 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 24 58 0 12 0 46 50 15 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 20 41 0 15 0 44 46 19 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 26 39 0 11 0 24 33 5 TOTAL 0 0 0 0 0 0 0 0 308 420 0 117 0 358 499 125 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 0 0 0 0 0 0 0 0 45 230 0 94 0 269 85 110 4:00 PM - 5:00 PM 0 0 0 0 0 0 0 0 185 230 0 61 0 209 293 75 PHF Trucks PHF AM 0.936 32.4% PM 0 0 0 ##### PM 0.910 14.8%AM 0 0 0 ##### PHF 0.918 0.881 AM PM 185 45 85 293 230 230 269 209 0 0 0 0 PM AM PHF 0.912 0.903 PHF #####0 0 0 AM #####0 0 0 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3 SR 99 NB Onramp North AvenueNorth Avenue Northbound Westbound Turning Movement Report Southbound North Avenue @ SR 99 NB Onramp Fresno Thursday, April 28, 2016 Clear Eastbound 36.692391° -119.757932° File Name : North at Cedar 12132017 Site Code : 00121317 Start Date : 12/13/2017 Page No : 1 Groups Printed- Unshifted Cedar Ave Southbound North Ave Westbound Cedar Ave Northbound North Ave Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total 07:00 AM 1 9 4 0 14 6 30 3 0 39 52 7 7 0 66 6 43 3 0 52 171 07:15 AM 1 5 6 0 12 7 38 1 0 46 59 5 3 0 67 6 45 1 0 52 177 07:30 AM 0 6 2 0 8 10 59 2 0 71 50 5 11 0 66 3 53 1 0 57 202 07:45 AM 1 7 1 0 9 5 63 1 0 69 93 9 11 0 113 4 66 5 0 75 266 Total 3 27 13 0 43 28 190 7 0 225 254 26 32 0 312 19 207 10 0 236 816 08:00 AM 3 7 5 0 15 5 15 12 0 32 56 6 14 0 76 16 41 9 0 66 189 08:15 AM 1 6 6 0 13 12 36 10 0 58 52 7 5 0 64 6 43 7 0 56 191 08:30 AM 3 5 3 0 11 6 72 4 0 82 50 7 10 0 67 7 40 3 0 50 210 08:45 AM 1 7 3 0 11 7 51 2 0 60 45 5 8 0 58 4 52 5 0 61 190 Total 8 25 17 0 50 30 174 28 0 232 203 25 37 0 265 33 176 24 0 233 780 ****** 04:00 PM 1 5 9 0 15 10 79 2 0 91 69 11 13 0 93 0 55 3 0 58 257 04:15 PM 5 3 10 0 18 13 66 0 0 79 55 12 9 0 76 5 68 1 0 74 247 04:30 PM 1 3 5 0 9 8 89 3 0 100 58 11 21 0 90 2 61 1 0 64 263 04:45 PM 3 3 5 0 11 5 71 2 0 78 32 3 9 0 44 3 55 0 0 58 191 Total 10 14 29 0 53 36 305 7 0 348 214 37 52 0 303 10 239 5 0 254 958 05:00 PM 7 6 2 0 15 12 73 1 0 86 35 6 13 0 54 0 72 0 0 72 227 05:15 PM 1 1 6 0 8 9 42 5 0 56 34 8 6 0 48 7 46 3 0 56 168 05:30 PM 3 3 4 0 10 9 49 4 0 62 36 12 9 0 57 3 44 4 0 51 180 05:45 PM 4 2 3 0 9 4 50 3 0 57 25 4 10 0 39 3 34 0 0 37 142 Total 15 12 15 0 42 34 214 13 0 261 130 30 38 0 198 13 196 7 0 216 717 Grand Total 36 78 74 0 188 128 883 55 0 1066 801 118 159 0 1078 75 818 46 0 939 3271 Apprch %19.1 41.5 39.4 0 12 82.8 5.2 0 74.3 10.9 14.7 0 8 87.1 4.9 0 Total %1.1 2.4 2.3 0 5.7 3.9 27 1.7 0 32.6 24.5 3.6 4.9 0 33 2.3 25 1.4 0 28.7 JLB Traffic Engineering, Inc. 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 (559) 570-8991 Traffic Engineering, Transportation Planning & Parking Solutions www.JLBtraffic.com File Name : North at Cedar 12132017 Site Code : 00121317 Start Date : 12/13/2017 Page No : 2 Cedar Ave Southbound North Ave Westbound Cedar Ave Northbound North Ave Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM 07:45 AM 1 7 1 0 9 5 63 1 0 69 93 9 11 0 113 4 66 5 0 75 266 08:00 AM 3 7 5 0 15 5 15 12 0 32 56 6 14 0 76 16 41 9 0 66 189 08:15 AM 1 6 6 0 13 12 36 10 0 58 52 7 5 0 64 6 43 7 0 56 191 08:30 AM 3 5 3 0 11 6 72 4 0 82 50 7 10 0 67 7 40 3 0 50 210 Total Volume 8 25 15 0 48 28 186 27 0 241 251 29 40 0 320 33 190 24 0 247 856 % App. Total 16.7 52.1 31.2 0 11.6 77.2 11.2 0 78.4 9.1 12.5 0 13.4 76.9 9.7 0 PHF .667 .893 .625 .000 .800 .583 .646 .563 .000 .735 .675 .806 .714 .000 .708 .516 .720 .667 .000 .823 .805 Cedar Ave North Ave North Ave Cedar Ave Right15 Thru25 Left8 Peds0 InOut Total89 48 137 Right27 Thru186 Left28 Peds0 OutTotalIn238 241 479 Left 251 Thru 29 Right 40 Peds 0 Out TotalIn 77 320 397 Left33 Thru190 Right24 Peds0 TotalOutIn452 247 699 Peak Hour Begins at 07:45 AM Unshifted Peak Hour Data North JLB Traffic Engineering, Inc. 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 (559) 570-8991 Traffic Engineering, Transportation Planning & Parking Solutions www.JLBtraffic.com File Name : North at Cedar 12132017 Site Code : 00121317 Start Date : 12/13/2017 Page No : 3 Cedar Ave Southbound North Ave Westbound Cedar Ave Northbound North Ave Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 1 5 9 0 15 10 79 2 0 91 69 11 13 0 93 0 55 3 0 58 257 04:15 PM 5 3 10 0 18 13 66 0 0 79 55 12 9 0 76 5 68 1 0 74 247 04:30 PM 1 3 5 0 9 8 89 3 0 100 58 11 21 0 90 2 61 1 0 64 263 04:45 PM 3 3 5 0 11 5 71 2 0 78 32 3 9 0 44 3 55 0 0 58 191 Total Volume 10 14 29 0 53 36 305 7 0 348 214 37 52 0 303 10 239 5 0 254 958 % App. Total 18.9 26.4 54.7 0 10.3 87.6 2 0 70.6 12.2 17.2 0 3.9 94.1 2 0 PHF .500 .700 .725 .000 .736 .692 .857 .583 .000 .870 .775 .771 .619 .000 .815 .500 .879 .417 .000 .858 .911 Cedar Ave North Ave North Ave Cedar Ave Right 29 Thru 14 Left 10 Peds 0 InOut Total 54 53 107 Right7 Thru305 Left36 Peds0 OutTotalIn301 348 649 Left214 Thru37 Right52 Peds0 Out TotalIn 55 303 358 Left10 Thru239 Right5 Peds0 TotalOutIn548 254 802 Peak Hour Begins at 04:00 PM Unshifted Peak Hour Data North JLB Traffic Engineering, Inc. 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 (559) 570-8991 Traffic Engineering, Transportation Planning & Parking Solutions www.JLBtraffic.com File Name : 5 North at Chestnut Site Code : 00000000 Start Date : 5/18/2016 Page No : 1 Groups Printed- Unshifted CHESTNUT Southbound NORTH Westbound CHESTNUT Northbound NORTH Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total 07:00 AM 8 42 2 0 52 10 24 2 0 36 25 34 3 0 62 4 20 10 0 34 184 07:15 AM 10 69 8 0 87 9 25 10 0 44 27 45 9 0 81 3 19 12 0 34 246 07:30 AM 18 69 6 0 93 12 29 6 0 47 12 63 8 0 83 7 24 23 0 54 277 07:45 AM 20 89 8 0 117 24 39 10 0 73 28 72 13 0 113 1 23 10 2 36 339 Total 56 269 24 0 349 55 117 28 0 200 92 214 33 0 339 15 86 55 2 158 1046 08:00 AM 15 71 4 0 90 18 30 14 0 62 19 45 10 0 74 6 25 14 0 45 271 08:15 AM 11 55 6 0 72 11 25 7 0 43 20 62 6 0 88 4 20 12 0 36 239 08:30 AM 10 43 8 0 61 8 28 5 0 41 22 56 2 0 80 1 20 12 0 33 215 08:45 AM 10 66 5 0 81 6 33 7 0 46 21 48 6 0 75 8 21 14 0 43 245 Total 46 235 23 0 304 43 116 33 0 192 82 211 24 0 317 19 86 52 0 157 970 ****** 04:00 PM 6 63 9 0 78 10 31 16 0 57 29 112 14 0 155 10 33 18 0 61 351 04:15 PM 7 88 7 0 102 10 26 17 1 54 22 126 7 2 157 2 23 13 0 38 351 04:30 PM 8 79 1 0 88 13 20 24 1 58 11 124 16 0 151 4 34 22 1 61 358 04:45 PM 9 77 6 0 92 11 30 15 0 56 17 137 17 0 171 10 31 21 0 62 381 Total 30 307 23 0 360 44 107 72 2 225 79 499 54 2 634 26 121 74 1 222 1441 05:00 PM 5 79 6 0 90 11 37 20 0 68 18 116 8 0 142 6 37 23 1 67 367 05:15 PM 6 107 2 0 115 12 26 9 0 47 5 87 7 0 99 7 32 19 0 58 319 05:30 PM 8 68 3 0 79 13 29 20 1 63 12 75 10 0 97 9 27 9 0 45 284 05:45 PM 3 63 1 0 67 6 16 9 0 31 6 73 5 0 84 7 23 16 0 46 228 Total 22 317 12 0 351 42 108 58 1 209 41 351 30 0 422 29 119 67 1 216 1198 Grand Total 154 1128 82 0 1364 184 448 191 3 826 294 1275 141 2 1712 89 412 248 4 753 4655 Apprch %11.3 82.7 6 0 22.3 54.2 23.1 0.4 17.2 74.5 8.2 0.1 11.8 54.7 32.9 0.5 Total %3.3 24.2 1.8 0 29.3 4 9.6 4.1 0.1 17.7 6.3 27.4 3 0 36.8 1.9 8.9 5.3 0.1 16.2 JLB Traffic Engineering, Inc. 516 W. Shaw Ave., Ste. 200 Fresno, CA 93704 (559) 570-8991 Traffic Engineering, Transportation Planning & Parking Solutions www.JLBtraffic.com File Name : 5 North at Chestnut Site Code : 00000000 Start Date : 5/18/2016 Page No : 2 CHESTNUT Southbound NORTH Westbound CHESTNUT Northbound NORTH Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 10 69 8 0 87 9 25 10 0 44 27 45 9 0 81 3 19 12 0 34 246 07:30 AM 18 69 6 0 93 12 29 6 0 47 12 63 8 0 83 7 24 23 0 54 277 07:45 AM 20 89 8 0 117 24 39 10 0 73 28 72 13 0 113 1 23 10 2 36 339 08:00 AM 15 71 4 0 90 18 30 14 0 62 19 45 10 0 74 6 25 14 0 45 271 Total Volume 63 298 26 0 387 63 123 40 0 226 86 225 40 0 351 17 91 59 2 169 1133 % App. Total 16.3 77 6.7 0 27.9 54.4 17.7 0 24.5 64.1 11.4 0 10.1 53.8 34.9 1.2 PHF .788 .837 .813 .000 .827 .656 .788 .714 .000 .774 .768 .781 .769 .000 .777 .607 .910 .641 .250 .782 .836 CHESTNUT NORTH NORTH CHESTNUT Right26 Thru298 Left63 Peds0 InOut Total282 387 669 Right40 Thru123 Left63 Peds0 OutTotalIn194 226 420 Left 86 Thru 225 Right 40 Peds 0 Out TotalIn 420 351 771 Left17 Thru91 Right59 Peds2 TotalOutIn235 169 404 Peak Hour Begins at 07:15 AM Unshifted Peak Hour Data North JLB Traffic Engineering, Inc. 516 W. Shaw Ave., Ste. 200 Fresno, CA 93704 (559) 570-8991 Traffic Engineering, Transportation Planning & Parking Solutions www.JLBtraffic.com File Name : 5 North at Chestnut Site Code : 00000000 Start Date : 5/18/2016 Page No : 3 CHESTNUT Southbound NORTH Westbound CHESTNUT Northbound NORTH Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM 04:15 PM 7 88 7 0 102 10 26 17 1 54 22 126 7 2 157 2 23 13 0 38 351 04:30 PM 8 79 1 0 88 13 20 24 1 58 11 124 16 0 151 4 34 22 1 61 358 04:45 PM 9 77 6 0 92 11 30 15 0 56 17 137 17 0 171 10 31 21 0 62 381 05:00 PM 5 79 6 0 90 11 37 20 0 68 18 116 8 0 142 6 37 23 1 67 367 Total Volume 29 323 20 0 372 45 113 76 2 236 68 503 48 2 621 22 125 79 2 228 1457 % App. Total 7.8 86.8 5.4 0 19.1 47.9 32.2 0.8 11 81 7.7 0.3 9.6 54.8 34.6 0.9 PHF .806 .918 .714 .000 .912 .865 .764 .792 .500 .868 .773 .918 .706 .250 .908 .550 .845 .859 .500 .851 .956 CHESTNUT NORTH NORTH CHESTNUT Right 20 Thru 323 Left 29 Peds 0 InOut Total 601 372 973 Right76 Thru113 Left45 Peds2 OutTotalIn202 236 438 Left68 Thru503 Right48 Peds2 Out TotalIn 447 621 1068 Left22 Thru125 Right79 Peds2 TotalOutIn201 228 429 Peak Hour Begins at 04:15 PM Unshifted Peak Hour Data North JLB Traffic Engineering, Inc. 516 W. Shaw Ave., Ste. 200 Fresno, CA 93704 (559) 570-8991 Traffic Engineering, Transportation Planning & Parking Solutions www.JLBtraffic.com Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Precision Civil Engineering, Inc. 800-975-6938 Phone/Fax 1234 "O" Street www.metrotrafficdata.com Fresno, CA 93721 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 0 18 0 7 0 11 0 3 0 0 0 0 6 0 50 12 7:15 AM - 7:30 AM 0 8 0 2 0 11 0 5 0 0 0 0 10 0 47 16 7:30 AM - 7:45 AM 0 15 0 3 0 23 0 7 0 0 0 0 6 0 47 12 7:45 AM - 8:00 AM 0 26 0 6 0 25 0 3 0 0 0 0 6 0 55 13 8:00 AM - 8:15 AM 0 19 0 11 0 15 0 8 0 0 0 0 8 0 47 23 8:15 AM - 8:30 AM 0 32 0 18 0 22 0 8 0 0 0 0 8 0 46 19 8:30 AM - 8:45 AM 0 22 0 10 0 18 0 4 0 0 0 0 6 0 28 16 8:45 AM - 9:00 AM 0 28 0 12 0 19 0 9 0 0 0 0 9 0 31 13 TOTAL 0 168 0 69 0 144 0 47 0 0 0 0 59 0 351 124 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 0 20 0 3 0 15 0 4 0 0 0 0 3 0 32 14 4:15 PM - 4:30 PM 0 32 0 4 0 22 0 8 0 0 0 0 3 0 29 15 4:30 PM - 4:45 PM 0 36 0 5 0 15 0 3 0 0 0 0 4 0 33 13 4:45 PM - 5:00 PM 0 35 0 3 0 9 0 0 0 0 0 0 3 0 36 13 5:00 PM - 5:15 PM 0 32 0 1 0 12 0 1 0 0 0 0 1 0 26 11 5:15 PM - 5:30 PM 0 30 0 1 0 10 0 1 0 0 0 0 2 0 24 12 5:30 PM - 5:45 PM 0 21 0 3 0 7 0 1 0 0 0 0 2 0 23 11 5:45 PM - 6:00 PM 0 17 0 0 0 8 0 2 0 0 0 0 2 0 15 5 TOTAL 0 223 0 20 0 98 0 20 0 0 0 0 20 0 218 94 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 0 92 0 38 0 85 0 26 0 0 0 0 28 0 195 67 4:15 PM - 5:15 PM 0 135 0 13 0 58 0 12 0 0 0 0 11 0 124 52 PHF Trucks PHF AM 0.893 32.8% PM 0 58 0 0.659 PM 0.932 23.5%AM 0 85 0 0.85 PHF ##########AM PM 0 0 195 124 0 0 0 0 0 0 28 11 PM AM PHF 0.914 0.865 PHF 0.719 0 92 0 AM 0.938 0 135 0 PM Turning Movement Report Southbound Cedar Avenue @ SR 99 NB Offramp Fresno Thursday, April 28, 2016 Clear Eastbound 36.690605° -119.754691° Page 1 of 3Cedar Avenue Cedar Avenue SR 99 NB Offramp Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Precision Civil Engineering, Inc. 800-975-6938 Phone/Fax 1234 "O" Street www.metrotrafficdata.com Fresno, CA 93721 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 2 21 3 12 4 9 4 7 0 32 35 30 0 0 0 0 7:15 AM - 7:30 AM 0 9 4 6 6 14 1 10 0 13 18 13 0 0 0 0 7:30 AM - 7:45 AM 1 13 6 11 11 17 1 10 0 19 21 10 0 0 0 0 7:45 AM - 8:00 AM 2 31 6 15 13 14 2 7 0 20 25 16 0 0 0 0 8:00 AM - 8:15 AM 5 15 7 13 11 11 3 12 0 20 26 23 0 0 0 0 8:15 AM - 8:30 AM 4 28 7 30 10 19 6 22 3 12 20 19 0 0 0 0 8:30 AM - 8:45 AM 5 23 6 21 6 16 2 11 2 19 17 18 0 0 0 0 8:45 AM - 9:00 AM 6 26 1 17 12 10 1 13 0 22 20 24 0 0 0 0 TOTAL 25 166 40 125 73 110 20 92 5 157 182 153 0 0 0 0 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 2 22 6 6 7 10 1 5 0 58 17 18 0 0 0 0 4:15 PM - 4:30 PM 2 30 5 9 13 6 1 6 0 33 21 12 0 0 0 0 4:30 PM - 4:45 PM 2 35 4 7 11 12 0 9 3 42 15 8 0 0 0 0 4:45 PM - 5:00 PM 2 31 8 9 3 6 0 2 0 44 12 11 0 0 0 0 5:00 PM - 5:15 PM 3 35 1 1 9 4 0 1 0 44 12 16 0 0 0 0 5:15 PM - 5:30 PM 2 28 4 2 2 6 2 3 1 26 10 4 0 0 0 0 5:30 PM - 5:45 PM 2 14 2 4 4 7 1 3 1 33 9 8 0 0 0 0 5:45 PM - 6:00 PM 2 17 1 1 5 4 1 3 1 18 7 7 0 0 0 0 TOTAL 17 212 31 39 54 55 6 32 6 298 103 84 0 0 0 0 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 16 97 26 79 40 60 13 52 5 71 88 76 0 0 0 0 4:00 PM - 5:00 PM 8 118 23 31 34 34 2 22 3 177 65 49 0 0 0 0 PHF Trucks PHF AM 0.920 49.8% PM 2 34 34 0.761 PM 0.935 22.0%AM 13 60 40 0.807 PHF 0.817 0.891 AM PM 3 5 0 0 177 71 0 0 65 88 0 0 PM AM PHF ##########PHF 0.891 16 97 26 AM 0.909 8 118 23 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Cedar Avenue Cedar Avenue SR 99 SB OnrampParkway Drive Northbound Westbound Turning Movement Report Southbound Cedar Ave @ Parkway Drive / SR 99 SB Onramp Fresno Thursday, April 28, 2016 Clear Eastbound 36.687401° -119.754700° http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | C Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix C: Traffic Modeling www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 1 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 November 913, 2017 Kai Han, TE Council of Fresno County Governments 2035 Tulare Street, Suite 201 Fresno, CA 93721 Via E-mail Only: khan@fresnocog.org Subject: Revised Traffic Modeling Request for the Preparation of a Traffic Impact Analysis for a Commercial Development at the Northeast Corner of North Avenue and Orange Avenue in the City of Fresno (JLB Project 004-051) Dear Mr. Han, JLB Traffic Engineering, Inc. (JLB) hereby requests traffic modeling for the Project described below. This modeling request is hereby revised to account for the change in the Project’s proposed land use. The commercial development (Project) proposes to construct a gasoline/service station (12 fueling positions) with convenience market, a 2,000 square-foot coffee/donut shop with drive-through window, a 1,5003,000 square-footsquare feet of fast-food restaurant without drive-through window, a 1,500 square-foot high-turnover (sit-down) restaurant, and 6,000 square feet of fast-food restaurant with drive-through windows at the northeast corner of North Avenue and Orange Avenue in the City of Fresno. Per information provided to JLB, the Project is consistent with the City of Fresno General Plan. An aerial of the Project vicinity is shown in Exhibit A. The purpose of this TIA is to evaluate the potential on- and off-site traffic impacts, identify short-term roadway and circulation needs, determine potential mitigation measures and identify any critical traffic issues that should be addressed in the on-going planning process. Scenarios The following scenarios are requested: 1. Base Year 2017 2016 (with Link and TAZ modifications) 2. Base Year 2017 2016 plus Project Select Zone (with Link and TAZ modifications) 3. Cumulative Year 2035 plus Project Select Zone (with Link and TAZ modifications) 4. Differences between model runs 3 and 1 above Changes and/or additions to the Model Network or TAZ’s JLB reviewed the Fresno COG model network for the Base Year 2017 2016 and Cumulative Year 2035. Based on this review, JLB requests the following link and TAZ network modifications. Details on the requested Link and TAZ modifications for Base Year 2017 2016 and Cumulative Year 2035 are illustrated in Exhibit B. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 2 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mr. Han Fresno COG Modeling Request (Project 004-051) November 913, 2017 LINK and TAZ ZONE MODIFICATIONS (For Base Year 2017 2016 and Base Year 2017 2016 plus Project Select Zone Scenarios) 1. Modify North Avenue to increase the westbound lanes between Nodes 2951 and 5294 to two lanes. LINK and TAZ MODIFICATIONS (For Base Year 20172016, Base Year 2017 2016 plus Project Select Zone and Cumulative Year 2035 plus Project Select Zone Scenarios) 1. Modify TAZ 1493 as follows: a. Eliminate TAZ Connectors to Nodes 5295 and 5294. b. Create TAZ Connector to Orange Avenue (west). 2. Modify TAZ 1601 as follows: a. Relocate TAZ 1601 b. Eliminate TAZ Connectors to Nodes 8102, 5294 and 8100. c. Create TAZ Connector to Orange Avenue (west). d. Create TAZ Connector to Parkway Drive (northeast). 3. Reduce the speed limit on Parkway Drive to 45 mph. LINK and TAZ MODIFICATIONS (For Base Year 2017 2016 plus Project Select Zone and Cumulative Year 2035 plus Project Select Zone Scenarios) 1. Create TAZ A bounded by Orange Avenue (west) and North Avenue (south). TAZ A shall have TAZ Connectors to Orange Avenue (north) and North Avenue (south). LINK and TAZ ZONE MODIFICATIONS (For Cumulative Year 2035 plus Project Select Zone Scenario Only) 1. Modify Orange Avenue to reduce the northbound lanes between Nodes 5295 and 3528south of Jensen Avenue to one lane in each direction. 2. Modify Cedar Avenue to reduce the lanes between Nodes 2940 and 2962south of Golden State Boulevard to one lane in each direction. 3. Modify Parkway Drive as follows: a. Eliminate the roadway segment connection to North Avenue at Node 3692 approximately 1,000 feet southeast of North Avenue. b. Create a roadway segment connection to Orange Avenue (west) approximately 675 feet south of North Avenue. i. Name: Parkway Drive ii. Lanes: One in each direction iii. Speed: 45 mph 4. Eliminate the Cedar Avenue and State Route 99 ramps. These include the roadway segments between Nodes 3693 and 4529 and between Nodes 3695 and 3694. 5. Create North Avenue and State Route 99 ramps. These include the roadway segments extending from Node 3692 to Node 7026 and from Node 3690 to Node 7025. www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 3 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mr. Han Fresno COG Modeling Request (Project 004-051) November 913, 2017 TAZ A Project Only Trip Generation (For Base Year 2017 2016 plus Project Select Zone and Cumulative Year 2035 plus Project Select Zone Scenarios) Table I presents the trip generation for the proposed Project pursuant to the 10th Edition of the Trip Generation Manual with trip generation rates for a Gasoline/Service Station with Convenience Market, Coffee/Donut Shop with Drive-Through Window, Fast-Food Restaurant without Drive-Through Window, High-Turnover (Sit-Down) Restaurant, and Fast-Food Restaurant with Drive-Through Window. At build- out, the Project is estimated to generate a maximum of 7,6187,970 daily trips, 622 644 AM peak hour trips and 509 536 PM peak hour trips. Table I: TAZ A Project Only Trip Generation Note: f.p. = Fueling Positions k.s.f. = Thousand Square Feet Access to the Project Access to and from the Project site is from two points. One of the access points is an existing access point located along the east side of Orange Avenue at a point approximately 250 feet north of North Avenue and is a full access. The second access point is a proposed access located on the north side of North Avenue at a point approximately 350 feet east of Orange Avenue and is proposed as a right-in, right-out only access. Please invoice JLB Traffic Engineering, Inc. and reference JLB Project No. 004-051 on the invoice. If you have any questions or require additional information, please do not hesitate to contact me by phone at (559) 570-8991 or by e-mail at smaciel@JLBtraffic.com. Sincerely, Susana Maciel, EIT Engineer I/II cc: Jose Benavides, PE, TE, President Muyi Zhou, Regional Planner Z:\01 Projects\004 Fresno\004-051 North & Orange TIA\Model Request\L11132017 Revised Model Request.docx Land Use (ITE Code) Size Unit Daily AM Peak Hour PM Peak Hour Rate Total Trip Rate In Out In Out Total Trip Rate In Out In Out Total % % Gasoline/Service Station with Convenience Market (945) 12 f.p. 205.36 2,464 12.47 51 49 77 74 150 13.99 51 49 86 82 168 Coffee/Donut Shop with Drive-Through Window (937) 2.000 k.s.f. 820.38 1,641 88.99 51 49 91 87 178 43.38 50 50 44 43 87 Fast-Food Restaurant without Drive-Through Window (934) 1.500 3.000 k.s.f. 346.23 519 1,039 25.10 60 40 23 45 15 30 38 75 28.34 50 50 22 43 21 42 43 85 High-Turnover (Sit-Down) Restaurant (932) 1.500 k.s.f. 112.18 168 9.94 55 45 8 7 15 9.77 62 38 9 6 15 Fast-Food Restaurant with Drive-Through Window (934) 6.000 k.s.f. 470.95 2,826 40.19 51 49 123 118 241 32.67 52 48 102 94 196 Total Project Trips 7,618 7,970 322 336 301 309 622 644 263 275 246 261 509 536 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 4 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mr. Han Fresno COG Modeling Request (Project 004-051) November 913, 2017 Exhibit A – Aerial www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 5 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mr. Han Fresno COG Modeling Request (Project 004-051) November 913, 2017 Exhibit B – Model Link and TAZ Modifications www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 6 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Mr. Han Fresno COG Modeling Request (Project 004-051) November 913, 2017 (Licensed to JLB Traffic Engineering Inc) AM. PM and Daily Volumes Base Year 20160009 31 33 14 273 270 0 0 0 0 0 0 13 4 6 13 105 105 9 87 61 12 285 369582192298015691485 0 0 0 0 0 0 8 42 28 18 215 309 00001 2 4 1 40 1 8 2 97 3 06 0000006 2 3 7 47 56 0 1 1 1 5 5 1441343415 4 5 15 97 110 716595622412412220000004 20 19 6 116 117 5232271441438 3 3 9 53 65 1 2 5 65 11 7 3 41 3 5 200000029 114 79 42 763 773 0000000 0 0 0 0 0OrangeOrange18283222 287274Golden Sta Golden Sta274 97 171 292 2629 2131 CedarCedar8530171401574386Golden Sta Golden Sta49 43 69 69 754 656 Railroad Railroad66 20 132 29 957 253 Golden Sta Golden Sta63 48 103 74 1278 696 North North 153 268 286 187 2582 2581 North North 214 504 443 305 4028 4592 OrangeOrange8924617014716432198OrangeOrange40596649635645CedarCedar94117232521858754North North 640 586 609 666 7742 7878 CedarCedar15028223723024623272North North 579 634 498 728 6688 8739 North North 582 589 608 616 7453 7588 North North 605 594 615 638 7596 7732 CedarCedar8114212310214281609CedarCedar6888718210501235G olden Sta Gold en Sta49 4 3 69 69 7 54 656 OrangeOrange629262967441214OrangeOrange64131901099041461OrangeOrange33313537380392North/99 319 602 6170 North North 613 346 590 221 7468 3349 North North 582 633 498 731 6697 8749 SR 99 4769 5339 62826 North North 214 504 443 305 4028 4592 Parkway Parkway18 7 9 24 4 32 26 2 9 20 7 CedarCedar8016212724014332547Cedar/991543803344 Parkway Parkway159 25 257 11 2596 185 Cedar /992141061924SR 99 4450 4737 56656CedarCedar28315123023632782467 SR 99 4664 4843 58580 S R 99 46265054 6 1325 Nort h/9973544 37105 SR 9938 9 0 46 1 1 54 2 2 0 SR 9940444991 57564 Golden Sta Golden Sta274 97 171 292 2629 2131 OrangeOrange40596649635645Annadale Annadale 1 0 0 1 3 4 SR 99 4450 4737 56656 SR 993890461154220 Parkway Parkw ay187 9 244 32 2629 207 OrangeOrange64136961099331478CedarCedar100134Annadale Annadale 1 0 0 1 3 4 1492 1493 1505 1506 1507 1509 1528 1529 1585 1601 1602 1726 2939 2940 2951 2952 2953 2962 3152 3528 3554 3690 3691 3692 3693 3694 3695 4528 4529 5286 5294 5295 5296 5319 5320 5321 5410 6236 7025 7026 8100 8102 8434 9236 12459 12460 12461 12462 (Licensed to JLB Traffic Engineering Inc)AM. PM and Daily VolumesBase Year 201696128500000001115514413434000000000000NorthNorth21450444330540284592OrangeOrange8924617014716432198Orange Orange 40 59 66 49 635 645 Cedar Cedar 94 117 232 52 1858 754 CedarCedar 150 282 237 230 2462 3272 NorthNorth57963449872866888739North/993196026170NorthNorth61334659022174683349NorthNorth58263349873166978749NorthNorth21450444330540284592ParkwayParkway1879244322629207CedarCedar8016212724014332547C eda r/9 92141061924 SR 994450473756656CedarCedar28315123023632782467N o rt h /9 9 7 3 5 44 3 71 05 SR 993890461154220Orange Orange 40 59 66 49 635 645 SR 994450473756656SR 993890461154220ParkwayParkw ay1879244322629207149315071726295129523690369136923695452852945296532053217025702681001245912462 (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) AM, PM and Daily Volumes Project Only Trips Base Year 2016 Select Zone 0 1 1 0 8 8 0000000 0 0 0 2 2 0000000000000000000000002 2 2 2 28 28 0000000 0 0 0 0 0 0000001 0 0 0 5 5 0000000 0 0 0 3 3 0 0 0 0 0 0 210112120 0 0 0 0 0 0 0 0 0 0 0 0000001 1 0 0 7 7 0000000000001 2 1 1 16 16 00 0 0 0 0 0 0 2 1 1 1 14 14 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 0000000 0 0 0 0 0 0000000 0 0 0 3 3 0 0 0 0 0 0 000000111119190 0 0 0 1 1 0000000100442 2 1 1 20 20 0 0 0 0 1 1 1 0 0 1 7 7 0 0 0 0 0 0 0000220000000000000 0 0 0 4 4 0 0 0 0 0 00000000 0 0 0 0 0 1 1 1 0 9 9111088 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 2 2000000 0 0 0 0 3 3000000 0 0 0 0 5 5 3092742502373664357827 35 25 24 321 407 CentralCentral 1 1 1 1 13 18 Central Central 1 1 1 1 13 18 NorthNorth 17 15 10 17 137 195 NorthNorth 17 15 10 17 137 195 North North 17 15 10 17 137 195 NorthNorth 11 7 5 10 71 120 ElmElm57465563ElmElm11111212ElmElm000044ElmElm000044CentralCentral 1 1 1 1 12 17 Central Central 0 0 0 0 2 2 ElmElm000000AnnadaleAnnadale 0 0 0 0 0 0 ElmElm42423022ElmElm42423022NorthNorth 17 15 10 17 137 195 CherryCherry21011111CherryCherry000033OrangeOrange31252323377291Golden Sta Golden Sta0 0 0 0 0 0 CedarCedar11111919Golden Sta Golden Sta1 1 1 1 19 19 Railroad Railroad0 0 0 0 0 0 Golden Sta Golden Sta 0 0 0 0 0 0 Mapl eMapl e10889112111MapleMaple71087105105NorthNorth 18 17 11 18 152 210 North North 17 15 10 17 137 195 CherryCherry000044North North 19 20 12 18 172 229 EastEast000000North North 19 20 13 19 178 236 EastEast110077North North 19 20 13 19 178 236 NorthNorth 28 29 22 27 320 378 OrangeOrange9998142142OrangeOrange000000CedarCedar11111919NorthNorth 64 69 61 55 893 840 CedarCedar0240200358North North 65 94 62 77 912 1217 North North 63 68 61 55 887 834 North North 63 69 61 55 889 836 North North 55 58 52 47 776 722 CherryCherry000000CherryCherry000022CedarCedar42425430CedarCedar42425329Golden Sta Golden Sta1 1 1 1 19 19 CentralCentral 5 4 5 5 91 92 Central Central 5 4 5 5 90 91 Central Central 6 5 5 5 95 95 EastEast000000CentralCentral 6 5 6 6 107 107 CentralCentral 0 0 0 0 0 0 CentralCentral 0 0 0 0 0 0EastEast000000EastEast110077OrangeOrange7777122122 Central Central 6 5 6 6 107 107 OrangeOrange11111515OrangeOrange8787129129NorthNorth 55 58 52 47 776 722OrangeOrange26332423305391North/99 156 124 1867 NorthNorth 221 94 186 77 2779 1218 NorthNorth 65 94 62 77 912 1218 SR 99 156 124 1867 NorthNorth 244 280 210 228 3200 3344 Parkway Parkway23 4 24 4 421 54 CedarCedar000000Cedar/992122390 Parkway Parkway23 4 24 4 421 54 Ce dar/992420358 SR 99 0 0 0CedarCedar240200 3580SR 99 24 20 358 Central Central 0 2 0 1 0 21 SR 991821482071 N orth /9 918 214 8 2 0 71 SR 990 00 SR 992122390 CedarCedar22223229Central Central 0 2 0 1 0 21 Central Central 0 2 0 1 0 21 Golden Sta Golden Sta0 0 0 0 0 0 OrangeOrange27352524321407Annadale Annadale 0 0 0 0 0 0 NorthNorth 17 15 10 17 137 195 CentralCentral 5 4 5 5 90 91 CentralCentral 0 2 0 1 0 21 Central Central 5 4 5 5 90 91 SR 414478SR 99 00 0 SR 990 00 Parkway Parkway23 4 24 4 421 54 OrangeOrange8887133133Annadale Annadale 0 0 0 0 0 0 17 15 10 17 137 195 NorthNorth 17 15 10 17 137 195 SR 4134731 4 1 5 13 91 SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000SR 41000EastEast000000152 153 1235 1236 1238 1239 1241 1242 1489 1492 1493 1505 1506 1507 1508 1509 1528 1529 1585 1601 1602 16031604 16051606 1726 2022 20232110 2111 2112 21342779 2835 2938 2940 2941 2947 2948 2949 2950 2951 2952 2953 2954 2961 2962 2963 2969 2970 2971 2972 2973 3023 3043 3151 3152 3153 3319 3528 3529 3554 3690 3691 3692 3693 3694 3695 4528 4529 5161 5168 5176 5286 5294 5295 5296 5319 5320 5321 5407 5410 5496 5578 5733 5734 6202 6236 7014 7025 7026 8090 8092 8096 8098 8100 8102 8434 85008502 85048506 90839084 90859086 9087 9088 90899090 9236 12159 12353 12459 12460 12461 12462 (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) AM, PM and Daily Project Only Trips Cumulative 2035 Select Zone0001 2 1 1 13 13 0 0 0 0 0 0 1 1 0 1 11 11 0 0 0 0 0 0000000 0 0 0 0 0 0 0 1 1 0 7 7 0000 0 0 0 0 0 0000001 0 0 0 6 6 0 0 0 0 0 0 0000110 0 0 0 1 1 0000330000000 0 0 0 0 0 0000220 0 0 0 4 4 00 00 00000001 1 1 1 11 11 3072692441403665350229 40 31 121 320 483OrangeOrange372812030460297Golden Sta Golden Sta0 0 0 0 0 0 CedarCedar11111414G olden Sta Golden Sta1 1 1 1 14 14 R ailroad Railroad0 0 0 0 0 0 Golden Sta Golden Sta 0 0 0 0 0 0 North North 39 31 30 39 374 475 North North 44 38 35 46 426 526 OrangeOrange000000OrangeOrange75855152CedarCedar11111414North North 78 85 64 69 937 910 CedarCedar00001518North North 80 86 65 70 966 941 NorthNorth 78 85 64 69 932 904 North North 78 85 64 69 934 906 CedarCedar22212521CedarCedar22212420G olden Sta G olden Sta1 1 1 1 14 1 4 OrangeOrange21511717OrangeOrange23263030OrangeOrange293830120307470North/99 128 4 1567 North North 208 116 69 95 2534 1380 NorthNorth 80 86 65 70 967 942 S R 99 128 4 1 567 North North 231 263 94 209 2977 3239 North/992325443 CedarCedar00001815Parkway Parkway 2 2 1 2 6 8 SR 99 29 25 438CedarCedar0000 1815SR 99 29 25 438 S R 9914711418 59 No r t h/ 9 914 711 418 59SR 990 0 0 SR 992325443 Golden Sta Golden Sta 0 0 0 0 0 0 OrangeOrange294031121320483Annadale Annadale 0 0 0 0 0 0 N orth /9 9 2 9 2 5 4 3 8 SR 99 0 0 0 SR 992325443 Parkway Parkway2 2 1 2 6 8 Parkway Parkway 2 2 1 2 6 8 OrangeOrange24363434OrangeOrange35364545edaredar000000Annadale Annadale 0 0 0 0 0 0 1492 1493 505 1506 1507 1509 1528 1529 1585 1601 1602 1726 2940 2951 2952 2953 2962 3152 3528 3554 3690 3691 3692 3693 3694 3695 4528 4529 5286 5294 5295 5296 5319 5320 5321 5410 6236 7025 7026 8100 8102 8434 9236 12459 12460 12461 12462 12463 (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) (Licensed to JLB Traffic Engineering Inc) http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | D Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix D: Methodology Levels of Service Methodology The description and procedures for calculating capacity and level of service (LOS) are found in the Transportation Research Board, Highway Capacity Manual (HCM). The HCM 2010 represents the research on capacity and quality of service for transportation facilities. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience. Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level of service (LOS), from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each LOS represents a range of operating conditions and the driver’s perception of these conditions. Safety is not included in the measures that establish a LOS. Urban Streets (Automobile Mode) The term “urban streets” refers to urban arterials and collectors, including those in downtown areas. Arterial streets are roads that primarily serve longer through trips. However, providing access to abutting commercial and residential land uses is also an important function of arterials. Collector streets provide both land access and traffic circulation within residential, commercial and industrial areas. Their access function is more important than that of arterials, and unlike arterials their operation is not always dominated by traffic signals. Downtown streets are signalized facilities that often resemble arterials. They not only move through traffic but also provide access to local businesses for passenger cars, transit buses, and trucks. Pedestrian conflicts and lane obstructions created by stopping or standing taxicabs, buses, trucks and parking vehicles that cause turbulence in the traffic flow are typical of downtown streets. Flow Characteristics The speed of vehicles on urban streets is influenced by three main factors, street environment, interaction among vehicles and traffic control. The street environment includes the geometric characteristics of the facility, the character of roadside activity, and adjacent land uses. Thus, the environment reflects the number and width of lanes, type of median, driveway/access point density, spacing between signalized intersections, existence of parking, level of pedestrian and bicyclist activity and speed limit. The interaction among vehicles is determined by traffic density, the proportion of trucks and buses, and turning movements. This interaction affects the operation of vehicles at intersections and, to a lesser extent, between signals. Traffic controls (including signals and signs) forces a portion of all vehicles to slow or stop. The delays and speed changes caused by traffic control devices reduce vehicle speeds; however, such controls are needed to establish right-of-way. www.JLBtraffic.com info@JLBtraffic.com www.JLBtraffic.com 2 info@JLBtraffic.com Levels of Service (automobile Mode) The average travel speed for through vehicles along an urban street is the determinant of the operating level of service (LOS). The travel speed along a segment, section or entire length of an urban street is dependent on the running speed between signalized intersections and the amount of control delay incurred at signalized intersections. LOS A describes primarily free-flow operation. Vehicles are completely unimpeded in their ability to maneuver within the traffic stream. Control delay at signalized intersections is minimal. Travel speeds exceed 85 of the base free flow speed (FFS). LOS B describes reasonably unimpeded operation. The ability to maneuver within the traffic stream is only slightly restricted and control delay at the boundary intersections is not significant. The travel speed is between 67 and 85 percent of the base FFS. LOS C describes stable operations. The ability to maneuver and change lanes in midblock location may be more restricted than at LOS B. Longer queues at the boundary intersections may contribute to lower travel speeds. The travel speed is between 50 and 67 percent of the base FFS. LOS D indicates a less stable condition in which small increases in flow may cause substantial increases in delay and decreases in travel speed. This operation may be due to adverse signal progression, high volumes, inappropriate signal timing, at the boundary intersections. The travel speed is between 40 and 50 percent of the base FFS. LOS E is characterized unstable operation and significant delay. Such operations may be due to some combination of adverse progression, high volume, and inappropriate signal timing at the boundary intersections. The travel speed is between 30 and 40 percent of the base FFS. LOS F is characterized by street flow at extremely low speed. Congestion is likely occurring at the boundary intersections, as indicated by high delay and extensive queuing. The travel speed is 30 percent or less of the base FFS. Table A-1: Urban Street Levels of Service (Automobile Mode) Travel Speed as a Percentage of Base Free-Flow Speed (%) LOS by Critical Volume-to-Capacity Ratioa >85 A F >67 to 85 B F >50 to 67 C F >40 to 50 D F >30 to 40 E F F F Intersection Levels of Service One of the more important elements limiting, and often interrupting the flow of traffic on a highway is the intersection. Flow on an interrupted facility is usually dominated by points of fixed operation such as traffic signals, stop and yield signs. Signalized Intersections – Performance Measures For signalized intersections the performance measures include automobile volume-to-capacity ratio, automobile delay, queue storage length, ratio of pedestrian delay, pedestrian circulation area, pedestrian perception score, bicycle delay, and bicycle perception score. LOS is also considered a performance measure. For the automobile mode average control delay per vehicle per approach is determined for the peak hour. A weighted average of control delay per vehicle is then determined for the intersection. A LOS designation is given to the weighted average control delay to better describe the level of operation. A description of LOS for signalized intersections is found in Table A-2. www.JLBtraffic.com info@JLBtraffic.com Table A-2: Signalized Intersection Level of Service Description (Automobile Mode) Level of Service Description Average Control Delay (seconds per vehicle) A Operations with a control delay of 10 seconds/vehicle or less and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when volume-to-capacity ratio is and either progression is exceptionally favorable or the cycle length is very short. If it’s due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. 10 B Operations with control delay between 10.1 to 20.0 seconds/vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to- capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. >10.0 to 20.0 C Operations with average control delays between 20.1 to 35.0 seconds/vehicle and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio no greater than 1.0. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. >20 to 35 D Operations with control delay between 35.1 to 55.0 seconds/vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to- capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop, and i ndividual cycle failures are noticeable. >35 to 55 E Operations with control delay between 55.1 to 80.0 seconds/vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to- capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. >55 to 80 F Operations with unacceptable control delay exceeding 80.0 seconds/vehicle and a volume-to-capacity ratio greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue. >80 Unsignalized Intersections The HCM 2010 procedures use control delay as a measure of effectiveness to determine level of service. Delay is a measure of driver discomfort, frustration, fuel consumption, and increased travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, traffic and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions, i. e., in the absence of traffic control, geometric delay, any incidents, and any other vehicles. Control delay is the increased time of travel for a vehicle approaching and passing through an unsignalized intersection, compared with a free-flow vehicle if it were not required to slow or stop at the intersection. www.JLBtraffic.com info@JLBtraffic.com All-Way Stop Controlled Intersections All-way stop controlled intersections is a form of traffic controls in which all approaches to an intersection are required to stop. Similar to signalized intersections, at all-way stop controlled intersections the average control delay per vehicle per approach is determined for the peak hour. A weighted average of control delay per vehicle is then determined for the intersection as a whole. In other words the delay measured for all-way stop controlled intersections is a measure of the average delay for all vehicles passing through the intersection during the peak hour. A LOS designation is given to the weighted average control delay to better describe the level of operation. Two-Way Stop Controlled Intersections Two-way stop controlled (TWSC) intersections in which stop signs are used to assign the right-of-way, are the most prevalent type of intersection in the United States. At TWSC intersections the stop- controlled approaches are referred as the minor street approaches and can be either public streets or private driveways. The approaches that are not controlled by stop signs are referred to as the major street approaches. The capacity of movements subject to delay are determined using the "critical gap" method of capacity analysis. Expected average control delay based on movement volume and movement capacity is calculated. A LOS for TWSC intersection is determined by the computed or measured control delay for each minor movement. LOS is not defined for the intersection as a whole for three main reasons: (a) major-street through vehicles are assumed to experience zero delay; (b) the disproportionate number of major-street through vehicles at the typical TWSC intersection skews the weighted average of all movements, resulting in a very low overall average delay from all vehicles; and (c) the resulting low delay can mask important LOS deficiencies for minor movements. Table A-3 provides a description of LOS at unsignalized intersections. Table A-3: Unsignalized Intersection Level of Service Description (Automobile Mode) Control Delay (seconds per vehicle) LOS by Volume-to-Capacity Ratio v/c < 10 A F >10 to 15 B F >15 to 25 C F >25 to 35 D F >35 to 50 E F >50 F F www.JLBtraffic.com info@JLBtraffic.com http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | E Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix E: Existing Traffic Conditions 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 27 146 4 28 311 48 4 12 27 20 13 67 Future Volume (veh/h) 27 146 4 28 311 48 4 12 27 20 13 67 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1624 1624 1624 1624 1624 1624 1624 1624 1624 1624 1624 1624 Adj Flow Rate, veh/h 30 162 4 31 346 53 4 13 30 22 14 74 Adj No. of Lanes 111121111111 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 17 17 17 17 17 17 17 17 17 17 17 17 Cap, veh/h 43 405 344 44 772 345 6 174 148 33 202 171 Arrive On Green 0.03 0.25 0.25 0.03 0.25 0.25 0.00 0.11 0.11 0.02 0.12 0.12 Sat Flow, veh/h 1547 1624 1380 1547 3085 1380 1547 1624 1380 1547 1624 1380 Grp Volume(v), veh/h 30 162 4 31 346 53 4 13 30 22 14 74 Grp Sat Flow(s),veh/h/ln 1547 1624 1380 1547 1543 1380 1547 1624 1380 1547 1624 1380 Q Serve(g_s), s 0.6 2.8 0.1 0.7 3.1 1.0 0.1 0.2 0.7 0.5 0.3 1.6 Cycle Q Clear(g_c), s 0.6 2.8 0.1 0.7 3.1 1.0 0.1 0.2 0.7 0.5 0.3 1.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 43 405 344 44 772 345 6 174 148 33 202 171 V/C Ratio(X) 0.70 0.40 0.01 0.70 0.45 0.15 0.62 0.07 0.20 0.68 0.07 0.43 Avail Cap(c_a), veh/h 270 1552 1319 177 2762 1236 177 1762 1498 177 1762 1498 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.0 10.4 9.4 16.0 10.5 9.7 16.5 13.3 13.5 16.1 12.8 13.4 Incr Delay (d2), s/veh 18.7 0.6 0.0 18.5 0.4 0.2 70.9 0.2 0.7 21.8 0.1 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 1.3 0.0 0.5 1.3 0.4 0.2 0.1 0.3 0.4 0.1 0.7 LnGrp Delay(d),s/veh 34.7 11.0 9.4 34.4 10.9 9.9 87.4 13.5 14.2 37.9 13.0 15.2 LnGrp LOS C B A C B A F B B D B B Approach Vol, veh/h 196 430 47 110 Approach Delay, s/veh 14.6 12.5 20.2 19.4 Approach LOS B B C B Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 4.9 9.6 5.1 13.6 4.3 10.1 5.1 13.6 Change Period (Y+Rc), s * 4.2 6.0 * 4.2 5.3 * 4.2 6.0 * 4.2 5.3 Max Green Setting (Gmax), s * 3.8 36.0 * 3.8 31.7 * 3.8 36.0 * 5.8 29.7 Max Q Clear Time (g_c+I1), s 2.5 2.7 2.7 4.8 2.1 3.6 2.6 5.1 Green Ext Time (p_c), s 0.0 0.4 0.0 3.2 0.0 0.4 0.0 3.2 Intersection Summary HCM 2010 Ctrl Delay 14.5 HCM 2010 LOS B Notes 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 1 Intersection Int Delay, s/veh 9.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 120 79 4 247 0 9 0 17 153 109 123 Future Vol, veh/h 0 120 79 4 247 0 9 0 17 153 109 123 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - Free - - None - - None - - Yield Storage Length - - 60 - - - 0 - 45 - - 55 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 0 27 27 27 27 0 27 0 27 27 27 27 Mvmt Flow 0 133 88 4 274 0 10 0 19 170 121 137 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 - 133 0 0 477 - 133 416 416 274 Stage 1 ------133--283283- Stage 2 ------344--133133- Critical Hdwy - - - 4.37 - - 7.37 - 6.47 7.37 6.77 6.47 Critical Hdwy Stg 1 ------6.37 - - 6.37 5.77 - Critical Hdwy Stg 2 ------6.37 - - 6.37 5.77 - Follow-up Hdwy - - - 2.443 - - 3.743 - 3.543 3.743 4.243 3.543 Pot Cap-1 Maneuver 0 - 0 1311 - 0 459 0 854 506 491 708 Stage 1 0 - 0 - - 0 814 0 - 673 634 - Stage 2 0 - 0 - - 0 622 0 - 814 741 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 1311 - - 299 - 854 493 489 708 Mov Cap-2 Maneuver ------299--493489- Stage 1 ------814--673631- Stage 2 ------404--796741- Approach EB WB NB SB HCM Control Delay, s 0 0.1 12.1 18.9 HCM LOS B C Minor Lane/Major Mvmt NBLn1NBLn2 EBT WBL WBTSBLn1SBLn2 Capacity (veh/h) 299 854 - 1311 - 491 708 HCM Lane V/C Ratio 0.033 0.022 - 0.003 - 0.593 0.193 HCM Control Delay (s) 17.5 9.3 - 7.8 0 22.5 11.3 HCM Lane LOS C A - A A C B HCM 95th %tile Q(veh) 0.1 0.1 - 0 - 3.8 0.7 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 45 230 269 85 0 0 Future Volume (Veh/h) 45 230 269 85 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 48 245 286 90 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 947 pX, platoon unblocked vC, conflicting volume 286 627 286 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 286 627 286 tC, single (s) 4.4 6.4 6.2 tC, 2 stage (s) tF (s) 2.5 3.5 3.3 p0 queue free % 96 100 100 cM capacity (veh/h) 1122 431 758 Direction, Lane # EB 1 WB 1 WB 2 Volume Total 293 286 90 Volume Left 48 0 0 Volume Right 0 0 90 cSH 1122 1700 1700 Volume to Capacity 0.04 0.17 0.05 Queue Length 95th (ft) 3 0 0 Control Delay (s) 1.7 0.0 0.0 Lane LOS A Approach Delay (s) 1.7 0.0 Approach LOS Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 35.4% ICU Level of Service A Analysis Period (min) 15 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 33 190 24 28 186 27 251 29 40 8 25 15 Future Volume (veh/h) 33 190 24 28 186 27 251 29 40 8 25 15 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1439 1439 1439 1900 1439 1439 1439 1439 1439 1439 Adj Flow Rate, veh/h 41 235 30 35 230 33 310 36 49 10 31 19 Adj No. of Lanes 111110111111 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, % 32 32 32 32 32 32 32 32 32 32 32 32 Cap, veh/h 59 380 323 52 319 46 357 477 405 18 120 102 Arrive On Green 0.04 0.26 0.26 0.04 0.26 0.26 0.26 0.33 0.33 0.01 0.08 0.08 Sat Flow, veh/h 1371 1439 1223 1371 1232 177 1371 1439 1223 1371 1439 1223 Grp Volume(v), veh/h 41 235 30 35 0 263 310 36 49 10 31 19 Grp Sat Flow(s),veh/h/ln 1371 1439 1223 1371 0 1408 1371 1439 1223 1371 1439 1223 Q Serve(g_s), s 1.6 7.5 1.0 1.3 0.0 8.9 11.4 0.9 1.5 0.4 1.1 0.8 Cycle Q Clear(g_c), s 1.6 7.5 1.0 1.3 0.0 8.9 11.4 0.9 1.5 0.4 1.1 0.8 Prop In Lane 1.00 1.00 1.00 0.13 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 59 380 323 52 0 365 357 477 405 18 120 102 V/C Ratio(X) 0.70 0.62 0.09 0.67 0.00 0.72 0.87 0.08 0.12 0.56 0.26 0.19 Avail Cap(c_a), veh/h 156 838 712 130 0 793 490 1254 1066 130 876 745 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.8 17.0 14.6 25.0 0.0 17.7 18.6 12.1 12.3 25.8 22.6 22.4 Incr Delay (d2), s/veh 13.9 1.6 0.1 13.9 0.0 2.7 11.8 0.1 0.1 25.2 1.1 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 3.2 0.3 0.7 0.0 3.7 5.4 0.4 0.5 0.3 0.5 0.3 LnGrp Delay(d),s/veh 38.7 18.7 14.7 38.8 0.0 20.4 30.4 12.1 12.4 51.0 23.7 23.3 LnGrp LOS D B B D C C B B D C C Approach Vol, veh/h 306 298 395 60 Approach Delay, s/veh 21.0 22.6 26.5 28.1 Approach LOS CCCC Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 4.9 22.3 6.2 19.2 17.9 9.3 6.5 18.9 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 45.8 * 5 30.6 * 19 32.0 * 6 29.6 Max Q Clear Time (g_c+I1), s 2.4 3.5 3.3 9.5 13.4 3.1 3.6 10.9 Green Ext Time (p_c), s 0.0 0.6 0.0 2.8 0.5 0.5 0.0 2.7 Intersection Summary HCM 2010 Ctrl Delay 23.9 HCM 2010 LOS C Notes 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 17 91 59 63 123 40 86 225 40 63 298 26 Future Volume (veh/h) 17 91 59 63 123 40 86 225 40 63 298 26 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 20 108 70 75 146 48 102 268 48 75 355 31 Adj No. of Lanes 0 10010120120 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 123 260 153 200 265 75 127 727 128 91 731 63 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.08 0.26 0.26 0.05 0.23 0.23 Sat Flow, veh/h 69 912 536 280 928 263 1675 2840 502 1675 3112 270 Grp Volume(v), veh/h 198 0 0 269 0 0 102 156 160 75 190 196 Grp Sat Flow(s),veh/h/ln1517 0 0 1471 0 0 1675 1671 1671 1675 1671 1712 Q Serve(g_s), s 0.0 0.0 0.0 1.8 0.0 0.0 2.3 2.9 3.0 1.7 3.8 3.8 Cycle Q Clear(g_c), s 4.0 0.0 0.0 5.8 0.0 0.0 2.3 2.9 3.0 1.7 3.8 3.8 Prop In Lane 0.10 0.35 0.28 0.18 1.00 0.30 1.00 0.16 Lane Grp Cap(c), veh/h 536 0 0 540 0 0 127 428 428 91 392 402 V/C Ratio(X) 0.37 0.00 0.00 0.50 0.00 0.00 0.80 0.37 0.37 0.82 0.48 0.49 Avail Cap(c_a), veh/h 1384 0 0 1342 0 0 428 1090 1090 297 946 969 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh11.2 0.0 0.0 11.8 0.0 0.0 17.4 11.7 11.7 17.9 12.7 12.7 Incr Delay (d2), s/veh 0.4 0.0 0.0 0.7 0.0 0.0 11.1 0.5 0.5 16.2 0.9 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.8 0.0 0.0 2.6 0.0 0.0 1.4 1.4 1.4 1.2 1.8 1.9 LnGrp Delay(d),s/veh 11.7 0.0 0.0 12.5 0.0 0.0 28.5 12.2 12.3 34.2 13.6 13.6 LnGrp LOS B B C B B C B B Approach Vol, veh/h 198 269 418 461 Approach Delay, s/veh 11.7 12.5 16.2 16.9 Approach LOS BBBB Timer 1 2345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s6.3 15.8 16.2 7.1 15.0 16.2 Change Period (Y+Rc), s* 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s* 6.8 * 25 33.0 * 9.8 21.7 33.0 Max Q Clear Time (g_c+I1), s3.7 5.0 6.0 4.3 5.8 7.8 Green Ext Time (p_c), s 0.0 3.4 2.8 0.1 3.2 2.7 Intersection Summary HCM 2010 Ctrl Delay 15.1 HCM 2010 LOS B Notes 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 1 Intersection Int Delay, s/veh 5.9 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Traffic Vol, veh/h 92 0 0 85 28 195 Future Vol, veh/h 92 0 0 85 28 195 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - Yield Storage Length - - - - 85 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, % 33 0 0 33 33 33 Mvmt Flow 103 0 0 96 31 219 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - 199 103 Stage 1 - - - - 103 - Stage 2 - - - - 96 - Critical Hdwy - - - - 6.73 6.53 Critical Hdwy Stg 1 - - - - 5.73 - Critical Hdwy Stg 2 - - - - 5.73 - Follow-up Hdwy - - - - 3.797 3.597 Pot Cap-1 Maneuver - 0 0 - 725 874 Stage 1 - 0 0 - 849 - Stage 2 - 0 0 - 856 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - 725 874 Mov Cap-2 Maneuver - - - - 725 - Stage 1 - - - - 849 - Stage 2 - - - - 856 - Approach NB SB NW HCM Control Delay, s 0 0 10.5 HCM LOS B Minor Lane/Major Mvmt NBTNWLn1NWLn2 SBT Capacity (veh/h) - 725 874 - HCM Lane V/C Ratio - 0.043 0.251 - HCM Control Delay (s) - 10.2 10.5 - HCM Lane LOS - B B - HCM 95th %tile Q(veh) - 0.1 1 - 12/15/2017 Baseline Synchro 10 Report JLB Traffic Engineering, Inc.Page 1 Intersection Int Delay, s/veh 5.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 71 88 0 0 0 16 97 26 40 60 13 Future Vol, veh/h 5 71 88 0 0 0 16 97 26 40 60 13 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Stop - - None - - Free - - Free Storage Length - - 100 --------- Veh in Median Storage, # - 0 - - 16979 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 50 50 50 50 50 50 50 50 50 50 50 50 Mvmt Flow 5 77 96 0 0 0 17 105 28 43 65 14 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 292 292 65 65 0 - 105 0 0 Stage 1 152 152 ------- Stage 2 140 140 ------- Critical Hdwy 6.9 7 6.7 4.6 - - 4.6 - - Critical Hdwy Stg 1 5.9 6 ------- Critical Hdwy Stg 2 5.9 6 ------- Follow-up Hdwy 3.95 4.45 3.75 2.65 - - 2.65 - - Pot Cap-1 Maneuver 609 546 880 1280 - 0 1234 - 0 Stage 1 771 689 - - - 0 - - 0 Stage 2 782 698 - - - 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 579 0 880 1280 - - 1234 - - Mov Cap-2 Maneuver 579 0 ------- Stage 1 743 0 ------- Stage 2 771 0 ------- Approach EB NB SB HCM Control Delay, s 10.9 1.1 3.2 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBL SBT Capacity (veh/h) 1280 - 579 880 1234 - HCM Lane V/C Ratio 0.014 - 0.143 0.109 0.035 - HCM Control Delay (s) 7.9 0 12.3 9.6 8 0 HCM Lane LOS AABAAA HCM 95th %tile Q(veh) 0 - 0.5 0.4 0.1 - 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 51 336 9 36 227 18 13 37 59 66 23 47 Future Volume (veh/h) 51 336 9 36 227 18 13 37 59 66 23 47 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1638 1638 1638 1638 1638 1638 1638 1638 1638 1638 1638 1638 Adj Flow Rate, veh/h 57 378 10 40 255 20 15 42 66 74 26 53 Adj No. of Lanes 111121111111 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 16 16 16 16 16 16 16 16 16 16 16 16 Cap, veh/h 69 548 466 53 1009 452 23 177 150 86 243 206 Arrive On Green 0.04 0.33 0.33 0.03 0.32 0.32 0.01 0.11 0.11 0.05 0.15 0.15 Sat Flow, veh/h 1560 1638 1392 1560 3112 1392 1560 1638 1392 1560 1638 1392 Grp Volume(v), veh/h 57 378 10 40 255 20 15 42 66 74 26 53 Grp Sat Flow(s),veh/h/ln 1560 1638 1392 1560 1556 1392 1560 1638 1392 1560 1638 1392 Q Serve(g_s), s 1.5 8.4 0.2 1.1 2.5 0.4 0.4 1.0 1.9 2.0 0.6 1.4 Cycle Q Clear(g_c), s 1.5 8.4 0.2 1.1 2.5 0.4 0.4 1.0 1.9 2.0 0.6 1.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 69 548 466 53 1009 452 23 177 150 86 243 206 V/C Ratio(X) 0.83 0.69 0.02 0.76 0.25 0.04 0.66 0.24 0.44 0.86 0.11 0.26 Avail Cap(c_a), veh/h 215 1197 1018 141 2127 951 141 1404 1193 178 1443 1227 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.9 12.1 9.4 20.1 10.4 9.7 20.6 17.2 17.5 19.7 15.5 15.8 Incr Delay (d2), s/veh 21.7 1.6 0.0 19.8 0.1 0.0 28.3 0.7 2.0 21.4 0.2 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 4.0 0.1 0.7 1.1 0.2 0.3 0.5 0.8 1.4 0.3 0.6 LnGrp Delay(d),s/veh 41.7 13.6 9.4 39.9 10.6 9.8 48.9 17.8 19.6 41.1 15.7 16.5 LnGrp LOS D B A D B A D B B D B B Approach Vol, veh/h 445 315 123 153 Approach Delay, s/veh 17.1 14.2 22.6 28.3 Approach LOS B B C C Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 6.5 10.5 5.6 19.4 4.8 12.2 6.0 18.9 Change Period (Y+Rc), s * 4.2 6.0 * 4.2 5.3 * 4.2 6.0 * 4.2 5.3 Max Green Setting (Gmax), s * 4.8 36.0 * 3.8 30.7 * 3.8 37.0 * 5.8 28.7 Max Q Clear Time (g_c+I1), s 4.0 3.9 3.1 10.4 2.4 3.4 3.5 4.5 Green Ext Time (p_c), s 0.0 0.7 0.0 3.7 0.0 0.7 0.0 3.8 Intersection Summary HCM 2010 Ctrl Delay 18.5 HCM 2010 LOS B Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 3 Intersection Int Delay, s/veh 5.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 291 184 4 201 0 8 0 28 101 56 89 Future Vol, veh/h 0 291 184 4 201 0 8 0 28 101 56 89 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - Free - - None - - None - - Yield Storage Length - - 60 - - - 0 - 45 - - 55 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 0 22 22 22 22 0 22 0 22 22 22 22 Mvmt Flow 0 310 196 4 214 0 9 0 30 107 60 95 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 - 310 0 0 562 - 310 532 532 214 Stage 1 ------310--222222- Stage 2 ------252--310310- Critical Hdwy - - - 4.32 - - 7.32 - 6.42 7.32 6.72 6.42 Critical Hdwy Stg 1 ------6.32 - - 6.32 5.72 - Critical Hdwy Stg 2 ------6.32 - - 6.32 5.72 - Follow-up Hdwy - - - 2.398 - - 3.698 - 3.498 3.698 4.198 3.498 Pot Cap-1 Maneuver 0 - 0 1145 - 0 409 0 686 428 426 778 Stage 1 0 - 0 - - 0 660 0 - 737 684 - Stage 2 0 - 0 - - 0 710 0 - 660 624 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 1145 - - 320 - 686 408 424 778 Mov Cap-2 Maneuver ------320--408424- Stage 1 ------660--737681- Stage 2 ------567--631624- Approach EB WB NB SB HCM Control Delay, s 0 0.2 11.9 16.2 HCM LOS B C Minor Lane/Major Mvmt NBLn1NBLn2 EBT WBL WBTSBLn1SBLn2 Capacity (veh/h) 320 686 - 1145 - 414 778 HCM Lane V/C Ratio 0.027 0.043 - 0.004 - 0.403 0.122 HCM Control Delay (s) 16.6 10.5 - 8.2 0 19.5 10.3 HCM Lane LOS C B - A A C B HCM 95th %tile Q(veh) 0.1 0.1 - 0 - 1.9 0.4 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 185 230 209 293 0 0 Future Volume (Veh/h) 185 230 209 293 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate (vph) 203 253 230 322 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 947 pX, platoon unblocked vC, conflicting volume 230 889 230 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 230 889 230 tC, single (s) 4.2 6.5 6.4 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 84 100 100 cM capacity (veh/h) 1265 250 778 Direction, Lane # EB 1 WB 1 WB 2 Volume Total 456 230 322 Volume Left 203 0 0 Volume Right 0 0 322 cSH 1265 1700 1700 Volume to Capacity 0.16 0.14 0.19 Queue Length 95th (ft) 14 0 0 Control Delay (s) 4.6 0.0 0.0 Lane LOS A Approach Delay (s) 4.6 0.0 Approach LOS Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 47.1% ICU Level of Service A Analysis Period (min) 15 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 239 5 36 305 7 214 37 52 10 14 29 Future Volume (veh/h) 10 239 5 36 305 7 214 37 52 10 14 29 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1557 1557 1557 1557 1557 1900 1557 1557 1557 1557 1557 1557 Adj Flow Rate, veh/h 11 263 5 40 335 8 235 41 57 11 15 32 Adj No. of Lanes 1 11110111111 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 22 22 22 22 22 22 22 22 22 22 22 22 Cap, veh/h 21 435 370 64 467 11 277 413 351 21 145 123 Arrive On Green 0.01 0.28 0.28 0.04 0.31 0.31 0.19 0.27 0.27 0.01 0.09 0.09 Sat Flow, veh/h 1483 1557 1324 1483 1515 36 1483 1557 1324 1483 1557 1324 Grp Volume(v), veh/h 11 263 5 40 0 343 235 41 57 11 15 32 Grp Sat Flow(s),veh/h/ln1483 1557 1324 1483 0 1551 1483 1557 1324 1483 1557 1324 Q Serve(g_s), s 0.3 6.8 0.1 1.2 0.0 9.2 7.2 0.9 1.5 0.3 0.4 1.1 Cycle Q Clear(g_c), s 0.3 6.8 0.1 1.2 0.0 9.2 7.2 0.9 1.5 0.3 0.4 1.1 Prop In Lane 1.00 1.00 1.00 0.02 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 21 435 370 64 0 479 277 413 351 21 145 123 V/C Ratio(X) 0.52 0.60 0.01 0.62 0.00 0.72 0.85 0.10 0.16 0.52 0.10 0.26 Avail Cap(c_a), veh/h 159 1019 866 159 0 1015 279 1192 1013 159 1066 906 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh22.9 14.6 12.2 22.0 0.0 14.4 18.4 13.0 13.2 22.9 19.4 19.7 Incr Delay (d2), s/veh 18.4 1.4 0.0 9.5 0.0 2.0 21.0 0.1 0.2 18.4 0.3 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 3.1 0.0 0.7 0.0 4.2 4.6 0.4 0.6 0.2 0.2 0.4 LnGrp Delay(d),s/veh 41.3 16.0 12.2 31.4 0.0 16.4 39.4 13.1 13.4 41.3 19.7 20.8 LnGrp LOS D B B C B D B B D B C Approach Vol, veh/h 279 383 333 58 Approach Delay, s/veh 16.9 18.0 31.7 24.4 Approach LOS B B C C Timer 1 2345678 Assigned Phs 1 2345678 Phs Duration (G+Y+Rc), s4.9 17.3 6.2 18.4 12.9 9.2 4.9 19.7 Change Period (Y+Rc), s* 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s* 5 35.8 * 5 30.6 * 8.8 32.0 * 5 30.6 Max Q Clear Time (g_c+I1), s2.3 3.5 3.2 8.8 9.2 3.1 2.3 11.2 Green Ext Time (p_c), s 0.0 0.6 0.0 3.4 0.0 0.5 0.0 3.2 Intersection Summary HCM 2010 Ctrl Delay 22.4 HCM 2010 LOS C Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 125 79 45 113 76 68 503 48 29 323 20 Future Volume (veh/h) 22 125 79 45 113 76 68 503 48 29 323 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 23 130 82 47 118 79 71 524 50 30 336 21 Adj No. of Lanes 0 10010120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 120 246 142 156 224 129 87 959 91 45 913 57 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.05 0.31 0.31 0.03 0.29 0.29 Sat Flow, veh/h 71 916 529 173 835 483 1675 3085 294 1675 3197 199 Grp Volume(v), veh/h 235 0 0 244 0 0 71 283 291 30 175 182 Grp Sat Flow(s),veh/h/ln1516 0 0 1490 0 0 1675 1671 1707 1675 1671 1724 Q Serve(g_s), s 0.0 0.0 0.0 0.2 0.0 0.0 1.7 5.5 5.6 0.7 3.3 3.3 Cycle Q Clear(g_c), s 5.1 0.0 0.0 5.3 0.0 0.0 1.7 5.5 5.6 0.7 3.3 3.3 Prop In Lane 0.10 0.35 0.19 0.32 1.00 0.17 1.00 0.12 Lane Grp Cap(c), veh/h 507 0 0 509 0 0 87 519 531 45 477 492 V/C Ratio(X) 0.46 0.00 0.00 0.48 0.00 0.00 0.81 0.55 0.55 0.66 0.37 0.37 Avail Cap(c_a), veh/h 1349 0 0 1312 0 0 375 1104 1128 247 964 995 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh12.4 0.0 0.0 12.5 0.0 0.0 18.5 11.3 11.3 19.0 11.2 11.2 Incr Delay (d2), s/veh 0.7 0.0 0.0 0.7 0.0 0.0 16.2 0.9 0.9 15.4 0.5 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.2 0.0 0.0 2.3 0.0 0.0 1.1 2.6 2.7 0.5 1.6 1.6 LnGrp Delay(d),s/veh 13.1 0.0 0.0 13.2 0.0 0.0 34.7 12.1 12.2 34.3 11.7 11.7 LnGrp LOS B B C B B C B B Approach Vol, veh/h 235 244 645 387 Approach Delay, s/veh 13.1 13.2 14.6 13.4 Approach LOS BBBB Timer 1 2345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s5.3 18.2 15.9 6.3 17.2 15.9 Change Period (Y+Rc), s* 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s* 5.8 * 26 33.0 * 8.8 22.7 33.0 Max Q Clear Time (g_c+I1), s2.7 7.6 7.1 3.7 5.3 7.3 Green Ext Time (p_c), s 0.0 4.7 2.8 0.0 4.6 2.8 Intersection Summary HCM 2010 Ctrl Delay 13.8 HCM 2010 LOS B Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Intersection Int Delay, s/veh 4.1 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Traffic Vol, veh/h 135 0 0 58 11 124 Future Vol, veh/h 135 0 0 58 11 124 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - Yield Storage Length - - - - 85 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 24 0 0 24 24 24 Mvmt Flow 145 0 0 62 12 133 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - 207 145 Stage 1 - - - - 145 - Stage 2 - - - - 62 - Critical Hdwy - - - - 6.64 6.44 Critical Hdwy Stg 1 - - - - 5.64 - Critical Hdwy Stg 2 - - - - 5.64 - Follow-up Hdwy - - - - 3.716 3.516 Pot Cap-1 Maneuver - 0 0 - 734 847 Stage 1 - 0 0 - 831 - Stage 2 - 0 0 - 908 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - 734 847 Mov Cap-2 Maneuver - - - - 734 - Stage 1 - - - - 831 - Stage 2 - - - - 908 - Approach NB SB NW HCM Control Delay, s 0 0 10 HCM LOS B Minor Lane/Major Mvmt NBTNWLn1NWLn2 SBT Capacity (veh/h) - 734 847 - HCM Lane V/C Ratio - 0.016 0.157 - HCM Control Delay (s) - 10 10 - HCM Lane LOS - B B - HCM 95th %tile Q(veh) - 0 0.6 - 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Intersection Int Delay, s/veh 7.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 177 65 00081182334342 Future Vol, veh/h 3 177 65 00081182334342 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Stop - - None - - Free - - Free Storage Length - - 100 --------- Veh in Median Storage, # - 0 - - 16979 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 22 22 22 0 0 0 22 22 22 22 22 22 Mvmt Flow 3 188 69 00091262436362 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 252 252 36 36 0 - 126 0 0 Stage 1 109 109 ------- Stage 2 143 143 ------- Critical Hdwy 6.62 6.72 6.42 4.32 - - 4.32 - - Critical Hdwy Stg 1 5.62 5.72 ------- Critical Hdwy Stg 2 5.62 5.72 ------- Follow-up Hdwy 3.698 4.198 3.498 2.398 - - 2.398 - - Pot Cap-1 Maneuver 695 618 982 1455 - 0 1346 - 0 Stage 1 868 768 - - - 0 - - 0 Stage 2 837 742 - - - 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 672 0 982 1455 - - 1346 - - Mov Cap-2 Maneuver 672 0 ------- Stage 1 845 0 ------- Stage 2 831 0 ------- Approach EB NB SB HCM Control Delay, s 11.5 0.5 3.9 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBL SBT Capacity (veh/h) 1455 - 672 982 1346 - HCM Lane V/C Ratio 0.006 - 0.285 0.07 0.027 - HCM Control Delay (s) 7.5 0 12.5 8.9 7.7 0 HCM Lane LOS AABAAA HCM 95th %tile Q(veh) 0 - 1.2 0.2 0.1 - 12/15/2017 Baseline SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB WB WB WB WB NB NB NB SB SB Directions Served L T R L T T R L T R L T Maximum Queue (ft) 65 170 16 120 143 138 65 58 45 60 44 45 Average Queue (ft) 18 41 2 24 44 34 15 3 11 10 13 8 95th Queue (ft) 49 112 9 77 94 91 48 25 35 34 32 31 Link Distance (ft) 2623 2623 289 289 1968 3215 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 185 100 150 150 100 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement SB Directions Served R Maximum Queue (ft) 65 Average Queue (ft) 15 95th Queue (ft) 41 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 Storage Blk Time (%) Queuing Penalty (veh) Movement EB NB NB SB Directions Served R L R LT Maximum Queue (ft) 101 14 41 170 Average Queue (ft) 15 4 11 87 95th Queue (ft) 60 13 34 135 Link Distance (ft) 2392 1072 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 60 45 Storage Blk Time (%) 0 0 20 Queuing Penalty (veh) 0 0 25 12/15/2017 Baseline SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB WB Directions Served LT T Maximum Queue (ft) 77 40 Average Queue (ft) 11 1 95th Queue (ft) 42 13 Link Distance (ft) 730 367 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB EB WB WB NB NB NB SB SB SB Directions Served L T R L TR L T R L T R Maximum Queue (ft) 87 167 57 74 243 167 141 43 51 89 74 Average Queue (ft) 33 54 14 30 81 111 23 12 8 28 14 95th Queue (ft) 78 121 46 69 174 167 74 36 31 68 49 Link Distance (ft) 473 5162 609 1319 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 100 150 180 180 155 355 Storage Blk Time (%) 2 3 0 Queuing Penalty (veh) 1 1 0 Movement EB WB NB NB NB SB SB SB Directions Served LTR LTR L T TR L T TR Maximum Queue (ft) 160 328 122 68 76 139 142 135 Average Queue (ft) 52 115 57 30 38 45 48 63 95th Queue (ft) 122 222 101 57 74 89 87 107 Link Distance (ft) 5162 4573 5304 5304 5297 5297 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 245 150 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 12/15/2017 Baseline SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement NW Directions Served L Maximum Queue (ft) 41 Average Queue (ft) 14 95th Queue (ft) 40 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB NB SB Directions Served LT R LTR LTR Maximum Queue (ft) 86 75 89 63 Average Queue (ft) 44 17 9 9 95th Queue (ft) 77 60 47 41 Link Distance (ft) 2392 3449 1087 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network wide Queuing Penalty: 28 12/15/2017 Baseline SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB WB WB WB WB NB NB NB SB SB Directions Served L T R L T T R L T R L T Maximum Queue (ft) 83 266 16 68 84 92 42 38 66 65 92 81 Average Queue (ft) 35 109 3 28 32 19 5 7 19 23 41 16 95th Queue (ft) 79 222 12 57 70 62 24 26 46 59 74 52 Link Distance (ft) 2623 2623 289 289 1968 3215 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 185 100 150 150 100 Storage Blk Time (%) 0 0 1 0 Queuing Penalty (veh) 0 0 1 0 Movement SB Directions Served R Maximum Queue (ft) 61 Average Queue (ft) 16 95th Queue (ft) 39 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 Storage Blk Time (%) Queuing Penalty (veh) Movement EB WB NB NB SB Directions Served R LT L R LT Maximum Queue (ft) 171 14 14 54 115 Average Queue (ft) 22 1 2 19 65 95th Queue (ft) 89 5 9 47 103 Link Distance (ft) 730 2393 1072 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 60 45 Storage Blk Time (%) 3 1 11 Queuing Penalty (veh) 9 0 9 12/15/2017 Baseline SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB WB Directions Served LT R Maximum Queue (ft) 113 86 Average Queue (ft) 50 16 95th Queue (ft) 95 60 Link Distance (ft) 730 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement EB EB EB WB WB NB NB NB SB SB SB Directions Served L T R L TR L T R L T R Maximum Queue (ft) 88 145 16 67 195 198 60 53 70 55 88 Average Queue (ft) 12 64 1 26 66 93 16 24 7 18 28 95th Queue (ft) 46 122 7 58 129 169 45 50 32 51 63 Link Distance (ft) 473 5162 609 1319 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 100 150 180 180 155 355 Storage Blk Time (%) 2 1 1 Queuing Penalty (veh) 0 0 0 Movement EB WB NB NB NB SB SB SB Directions Served LTR LTR L T TR L T TR Maximum Queue (ft) 166 188 94 180 160 74 118 121 Average Queue (ft) 80 80 45 68 79 22 50 60 95th Queue (ft) 128 146 76 123 133 56 91 106 Link Distance (ft) 5162 4573 5304 5304 5297 5297 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 245 150 Storage Blk Time (%) Queuing Penalty (veh) 12/15/2017 Baseline SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement NW NW Directions Served L R Maximum Queue (ft) 60 55 Average Queue (ft) 6 2 95th Queue (ft) 27 18 Link Distance (ft) 1717 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB SB Directions Served LT R LTR Maximum Queue (ft) 87 54 48 Average Queue (ft) 45 3 5 95th Queue (ft) 73 22 25 Link Distance (ft) 2393 1084 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network wide Queuing Penalty: 20 http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | F Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix F: Existing plus Project Traffic Conditions 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 46 146 4 49 35 330 49 4 21 27 215 15 Future Volume (vph) 46 146 4 49 35 330 49 4 21 27 215 15 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1543 1624 1380 1543 3085 1380 1543 1624 1380 1543 1624 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1543 1624 1380 1543 3085 1380 1543 1624 1380 1543 1624 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 51 162 4 54 39 367 54 4 23 30 239 17 RTOR Reduction (vph)00300038002600 Lane Group Flow (vph) 51 162 1 0 93 367 16 4 23 4 239 17 Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 3.1 16.1 16.1 5.5 18.5 18.5 0.4 7.5 7.5 14.5 21.6 Effective Green, g (s) 3.1 16.1 16.1 5.5 18.5 18.5 0.4 7.5 7.5 14.5 21.6 Actuated g/C Ratio 0.05 0.25 0.25 0.09 0.29 0.29 0.01 0.12 0.12 0.23 0.34 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 75 413 350 134 901 403 9 192 163 353 554 v/s Ratio Prot 0.03 0.10 c0.06 c0.12 0.00 c0.01 c0.15 0.01 v/s Ratio Perm 0.00 0.01 0.00 v/c Ratio 0.68 0.39 0.00 0.69 0.41 0.04 0.44 0.12 0.02 0.68 0.03 Uniform Delay, d1 29.6 19.5 17.6 28.1 18.0 16.0 31.3 24.9 24.7 22.3 13.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.4 0.6 0.0 14.4 0.3 0.0 31.3 0.3 0.1 5.1 0.0 Delay (s) 52.0 20.2 17.6 42.5 18.3 16.1 62.6 25.2 24.7 27.3 13.9 Level of Service D C B D B B E C C C B Approach Delay (s) 27.6 22.4 27.6 23.6 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 24.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 63.3 Sum of lost time (s) 19.7 Intersection Capacity Utilization 44.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 69 Future Volume (vph) 69 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1380 Flt Permitted 1.00 Satd. Flow (perm) 1380 Peak-hour factor, PHF 0.90 Adj. Flow (vph) 77 RTOR Reduction (vph) 51 Lane Group Flow (vph) 26 Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 21.6 Effective Green, g (s) 21.6 Actuated g/C Ratio 0.34 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 470 v/s Ratio Prot v/s Ratio Perm 0.02 v/c Ratio 0.06 Uniform Delay, d1 14.0 Progression Factor 1.00 Incremental Delay, d2 0.0 Delay (s) 14.1 Level of Service B Approach Delay (s) Approach LOS Intersection Summary 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 437 387 280 0 76 Future Vol, veh/h 0 437 387 280 0 76 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 17 17 3 0 3 Mvmt Flow 0 475 421 304 0 83 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 363 Stage 1 ------ Stage 2 ------ Critical Hdwy -----6.945 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.3285 Pot Cap-1 Maneuver 0 - - - 0 632 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver -----632 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 632 HCM Lane V/C Ratio - - - 0.131 HCM Control Delay (s) - - - 11.6 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.4 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Intersection Int Delay, s/veh 24.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 341 102 4 341 0 13 0 17 153 109 305 Future Vol, veh/h 0 341 102 4 341 0 13 0 17 153 109 305 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - Free - - None - - None - - Yield Storage Length - - 60 - - - 0 - 45 - - 55 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 0 27 27 27 27 0 27 0 27 27 27 27 Mvmt Flow 0 379 113 4 379 0 14 0 19 170 121 339 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 - 379 0 0 827 - 379 767 767 379 Stage 1 ------379--388388- Stage 2 ------448--379379- Critical Hdwy - - - 4.37 - - 7.37 - 6.47 7.37 6.77 6.47 Critical Hdwy Stg 1 ------6.37 - - 6.37 5.77 - Critical Hdwy Stg 2 ------6.37 - - 6.37 5.77 - Follow-up Hdwy - - - 2.443 - - 3.743 - 3.543 3.743 4.243 3.543 Pot Cap-1 Maneuver 0 - 0 1055 - 0 264 0 616 290 305 616 Stage 1 0 - 0 - - 0 595 0 - 588 568 - Stage 2 0 - 0 - - 0 545 0 - 595 573 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 1055 - - 81 - 616 280 303 616 Mov Cap-2 Maneuver ------81--280303- Stage 1 ------595--588565- Stage 2 ------192--577573- Approach EB WB NB SB HCM Control Delay, s 0 0.1 31.8 53.1 HCM LOS D F Minor Lane/Major Mvmt NBLn1NBLn2 EBT WBL WBTSBLn1SBLn2 Capacity (veh/h) 81 616 - 1055 - 289 616 HCM Lane V/C Ratio 0.178 0.031 - 0.004 - 1.007 0.55 HCM Control Delay (s) 58.9 11 - 8.4 0 94.3 17.8 HCM Lane LOS F B - A A F C HCM 95th %tile Q(veh) 0.6 0.1 - 0 - 10.6 3.3 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 201 295 363 85 0 0 Future Volume (Veh/h) 201 295 363 85 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 214 314 386 90 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 947 pX, platoon unblocked vC, conflicting volume 386 1128 386 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 386 1128 386 tC, single (s) 4.4 6.4 6.2 tC, 2 stage (s) tF (s) 2.5 3.5 3.3 p0 queue free % 79 100 100 cM capacity (veh/h) 1026 180 666 Direction, Lane # EB 1 WB 1 WB 2 Volume Total 528 386 90 Volume Left 214 0 0 Volume Right 0 0 90 cSH 1026 1700 1700 Volume to Capacity 0.21 0.23 0.05 Queue Length 95th (ft) 20 0 0 Control Delay (s) 5.3 0.0 0.0 Lane LOS A Approach Delay (s) 5.3 0.0 Approach LOS Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period (min) 15 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 34 254 24 28 255 27 275 29 40 8 25 16 Future Volume (veh/h) 34 254 24 28 255 27 275 29 40 8 25 16 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1439 1439 1439 1900 1439 1439 1439 1439 1439 1439 Adj Flow Rate, veh/h 42 314 30 35 315 33 340 36 49 10 31 20 Adj No. of Lanes 111110111111 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, % 32 32 32 32 32 32 32 32 32 32 32 32 Cap, veh/h 57 453 385 50 397 42 386 492 418 17 105 89 Arrive On Green 0.04 0.31 0.31 0.04 0.31 0.31 0.28 0.34 0.34 0.01 0.07 0.07 Sat Flow, veh/h 1371 1439 1223 1371 1281 134 1371 1439 1223 1371 1439 1223 Grp Volume(v), veh/h 42 314 30 35 0 348 340 36 49 10 31 20 Grp Sat Flow(s),veh/h/ln 1371 1439 1223 1371 0 1416 1371 1439 1223 1371 1439 1223 Q Serve(g_s), s 1.9 12.1 1.1 1.6 0.0 14.2 15.0 1.1 1.7 0.5 1.3 1.0 Cycle Q Clear(g_c), s 1.9 12.1 1.1 1.6 0.0 14.2 15.0 1.1 1.7 0.5 1.3 1.0 Prop In Lane 1.00 1.00 1.00 0.09 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 57 453 385 50 0 438 386 492 418 17 105 89 V/C Ratio(X) 0.74 0.69 0.08 0.70 0.00 0.79 0.88 0.07 0.12 0.57 0.29 0.22 Avail Cap(c_a), veh/h 113 698 593 109 0 682 626 1273 1082 109 730 620 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.9 19.0 15.2 30.1 0.0 19.9 21.7 14.0 14.2 31.0 27.7 27.6 Incr Delay (d2), s/veh 17.2 1.9 0.1 16.4 0.0 3.5 8.5 0.1 0.1 26.3 1.5 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 5.0 0.4 0.8 0.0 5.9 6.6 0.4 0.6 0.3 0.6 0.4 LnGrp Delay(d),s/veh 47.1 20.9 15.3 46.5 0.0 23.5 30.2 14.1 14.4 57.2 29.2 28.8 LnGrp LOS D C B D C C B B E C C Approach Vol, veh/h 386 383 425 61 Approach Delay, s/veh 23.3 25.6 27.0 33.7 Approach LOS CCCC Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 5.0 26.5 6.5 25.1 22.0 9.5 6.8 24.8 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 55.8 * 5 30.6 * 29 32.0 * 5.2 30.4 Max Q Clear Time (g_c+I1), s 2.5 3.7 3.6 14.1 17.0 3.3 3.9 16.2 Green Ext Time (p_c), s 0.0 0.6 0.0 3.5 0.8 0.5 0.0 3.3 Intersection Summary HCM 2010 Ctrl Delay 25.8 HCM 2010 LOS C Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 53 107 61 63 155 40 87 225 40 63 298 51 Future Volume (veh/h) 53 107 61 63 155 40 87 225 40 63 298 51 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 63 127 73 75 185 48 104 268 48 75 355 61 Adj No. of Lanes 010010120120 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 179 264 129 185 316 73 131 739 131 90 675 115 Arrive On Green 0.31 0.31 0.31 0.31 0.31 0.31 0.08 0.26 0.26 0.05 0.24 0.24 Sat Flow, veh/h 230 850 415 248 1020 234 1675 2840 502 1675 2858 487 Grp Volume(v), veh/h 263 0 0 308 0 0 104 156 160 75 206 210 Grp Sat Flow(s),veh/h/ln 1494 0 0 1502 0 0 1675 1671 1671 1675 1671 1673 Q Serve(g_s), s 0.0 0.0 0.0 1.2 0.0 0.0 2.5 3.1 3.2 1.8 4.4 4.5 Cycle Q Clear(g_c), s 5.6 0.0 0.0 6.9 0.0 0.0 2.5 3.1 3.2 1.8 4.4 4.5 Prop In Lane 0.24 0.28 0.24 0.16 1.00 0.30 1.00 0.29 Lane Grp Cap(c), veh/h 572 0 0 574 0 0 131 435 435 90 395 395 V/C Ratio(X) 0.46 0.00 0.00 0.54 0.00 0.00 0.80 0.36 0.37 0.83 0.52 0.53 Avail Cap(c_a), veh/h 1246 0 0 1266 0 0 439 1013 1013 276 839 840 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.8 0.0 0.0 12.1 0.0 0.0 18.7 12.5 12.5 19.3 13.7 13.8 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.8 0.0 0.0 10.4 0.5 0.5 17.1 1.1 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 0.0 0.0 3.1 0.0 0.0 1.5 1.5 1.5 1.3 2.1 2.2 LnGrp Delay(d),s/veh 12.4 0.0 0.0 12.9 0.0 0.0 29.1 13.0 13.0 36.4 14.8 14.9 LnGrp LOS B B C B B D B B Approach Vol, veh/h 263 308 420 491 Approach Delay, s/veh 12.4 12.9 17.0 18.1 Approach LOS BBBB Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 6.4 16.7 18.1 7.4 15.7 18.1 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 6.8 * 25 33.0 * 11 20.7 33.0 Max Q Clear Time (g_c+I1), s 3.8 5.2 7.6 4.5 6.5 8.9 Green Ext Time (p_c), s 0.0 3.6 3.5 0.1 3.2 3.4 Intersection Summary HCM 2010 Ctrl Delay 15.7 HCM 2010 LOS B Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 16 Intersection Int Delay, s/veh 6.2 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Traffic Vol, veh/h 92 0 0 85 28 219 Future Vol, veh/h 92 0 0 85 28 219 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - Yield Storage Length - - - - 85 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, % 33 0 0 33 33 33 Mvmt Flow 103 0 0 96 31 246 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - 199 103 Stage 1 - - - - 103 - Stage 2 - - - - 96 - Critical Hdwy - - - - 6.73 6.53 Critical Hdwy Stg 1 - - - - 5.73 - Critical Hdwy Stg 2 - - - - 5.73 - Follow-up Hdwy - - - - 3.797 3.597 Pot Cap-1 Maneuver - 0 0 - 725 874 Stage 1 - 0 0 - 849 - Stage 2 - 0 0 - 856 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - 725 874 Mov Cap-2 Maneuver - - - - 725 - Stage 1 - - - - 849 - Stage 2 - - - - 856 - Approach NB SB NW HCM Control Delay, s 0 0 10.6 HCM LOS B Minor Lane/Major Mvmt NBTNWLn1NWLn2 SBT Capacity (veh/h) - 725 874 - HCM Lane V/C Ratio - 0.043 0.282 - HCM Control Delay (s) - 10.2 10.7 - HCM Lane LOS - B B - HCM 95th %tile Q(veh) - 0.1 1.2 - 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 18 Intersection Int Delay, s/veh 6.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 92 90 0 0 0 20 97 26 40 60 13 Future Vol, veh/h 5 92 90 0 0 0 20 97 26 40 60 13 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Stop - - None - - Free - - Free Storage Length - - 100 --------- Veh in Median Storage, # - 0 - - 16979 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 50 50 50 50 50 50 50 50 50 50 50 50 Mvmt Flow 5 100 98 0 0 0 22 105 28 43 65 14 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 301 301 65 65 0 - 105 0 0 Stage 1 152 152 ------- Stage 2 149 149 ------- Critical Hdwy 6.9 7 6.7 4.6 - - 4.6 - - Critical Hdwy Stg 1 5.9 6 ------- Critical Hdwy Stg 2 5.9 6 ------- Follow-up Hdwy 3.95 4.45 3.75 2.65 - - 2.65 - - Pot Cap-1 Maneuver 601 540 880 1280 - 0 1234 - 0 Stage 1 771 689 - - - 0 - - 0 Stage 2 774 691 - - - 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 569 0 880 1280 - - 1234 - - Mov Cap-2 Maneuver 569 0 ------- Stage 1 743 0 ------- Stage 2 760 0 ------- Approach EB NB SB HCM Control Delay, s 11.3 1.3 3.2 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBL SBT Capacity (veh/h) 1280 - 569 880 1234 - HCM Lane V/C Ratio 0.017 - 0.185 0.111 0.035 - HCM Control Delay (s) 7.9 0 12.8 9.6 8 0 HCM Lane LOS AABAAA HCM 95th %tile Q(veh) 0.1 - 0.7 0.4 0.1 - 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 64 336 9 42 43 244 19 13 46 59 215 24 Future Volume (vph) 64 336 9 42 43 244 19 13 46 59 215 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1556 1638 1392 1556 3112 1392 1556 1638 1392 1556 1638 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1556 1638 1392 1556 3112 1392 1556 1638 1392 1556 1638 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 72 378 10 47 48 274 21 15 52 66 242 27 RTOR Reduction (vph)00700015005500 Lane Group Flow (vph) 72 378 3 0 95 274 6 15 52 11 242 27 Heavy Vehicles (%) 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 6.3 20.8 20.8 5.2 19.7 19.7 0.5 11.6 11.6 13.9 25.0 Effective Green, g (s) 6.3 20.8 20.8 5.2 19.7 19.7 0.5 11.6 11.6 13.9 25.0 Actuated g/C Ratio 0.09 0.29 0.29 0.07 0.28 0.28 0.01 0.16 0.16 0.20 0.35 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 137 478 406 113 861 385 10 266 226 303 575 v/s Ratio Prot 0.05 c0.23 c0.06 0.09 0.01 c0.03 c0.16 0.02 v/s Ratio Perm 0.00 0.00 0.01 v/c Ratio 0.53 0.79 0.01 0.84 0.32 0.02 1.50 0.20 0.05 0.80 0.05 Uniform Delay, d1 31.0 23.2 17.9 32.6 20.4 18.7 35.4 25.8 25.1 27.3 15.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.6 8.7 0.0 40.1 0.2 0.0 478.8 0.4 0.1 13.6 0.0 Delay (s) 34.6 31.9 17.9 72.7 20.6 18.7 514.1 26.1 25.2 41.0 15.3 Level of Service C C B E C B F C C D B Approach Delay (s) 32.0 33.2 80.7 33.3 Approach LOS C C F C Intersection Summary HCM 2000 Control Delay 37.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 19.7 Intersection Capacity Utilization 54.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 68 Future Volume (vph) 68 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1392 Flt Permitted 1.00 Satd. Flow (perm) 1392 Peak-hour factor, PHF 0.89 Adj. Flow (vph) 76 RTOR Reduction (vph) 49 Lane Group Flow (vph) 27 Heavy Vehicles (%) 16% Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 25.0 Effective Green, g (s) 25.0 Actuated g/C Ratio 0.35 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 488 v/s Ratio Prot v/s Ratio Perm 0.02 v/c Ratio 0.05 Uniform Delay, d1 15.3 Progression Factor 1.00 Incremental Delay, d2 0.0 Delay (s) 15.3 Level of Service B Approach Delay (s) Approach LOS Intersection Summary 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Intersection Int Delay, s/veh 0.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 652 281 228 0 67 Future Vol, veh/h 0 652 281 228 0 67 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 17 17 3 17 3 Mvmt Flow 0 709 305 248 0 73 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 277 Stage 1 ------ Stage 2 ------ Critical Hdwy -----6.945 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.3285 Pot Cap-1 Maneuver 0 - - - 0 718 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver -----718 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 10.6 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 718 HCM Lane V/C Ratio - - - 0.101 HCM Control Delay (s) - - - 10.6 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.3 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Intersection Int Delay, s/veh 8.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 477 208 4 278 0 12 0 28 101 56 236 Future Vol, veh/h 0 477 208 4 278 0 12 0 28 101 56 236 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - Free - - None - - None - - Yield Storage Length - - 60 - - - 0 - 45 - - 55 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 0 22 22 22 22 0 22 0 22 22 22 22 Mvmt Flow 0 507 221 4 296 0 13 0 30 107 60 251 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 - 507 0 0 841 - 507 811 811 296 Stage 1 ------507--304304- Stage 2 ------334--507507- Critical Hdwy - - - 4.32 - - 7.32 - 6.42 7.32 6.72 6.42 Critical Hdwy Stg 1 ------6.32 - - 6.32 5.72 - Critical Hdwy Stg 2 ------6.32 - - 6.32 5.72 - Follow-up Hdwy - - - 2.398 - - 3.698 - 3.498 3.698 4.198 3.498 Pot Cap-1 Maneuver 0 - 0 963 - 0 263 0 528 276 292 699 Stage 1 0 - 0 - - 0 513 0 - 665 628 - Stage 2 0 - 0 - - 0 640 0 - 513 508 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 963 - - 141 - 528 259 291 699 Mov Cap-2 Maneuver ------141--259291- Stage 1 ------513--665625- Stage 2 ------369--484508- Approach EB WB NB SB HCM Control Delay, s 0 0.1 18.5 22.9 HCM LOS C C Minor Lane/Major Mvmt NBLn1NBLn2 EBT WBL WBTSBLn1SBLn2 Capacity (veh/h) 141 528 - 963 - 270 699 HCM Lane V/C Ratio 0.091 0.056 - 0.004 - 0.619 0.359 HCM Control Delay (s) 33.1 12.2 - 8.8 0 37.8 13 HCM Lane LOS D B -AAEB HCM 95th %tile Q(veh) 0.3 0.2 - 0 - 3.8 1.6 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 309 292 286 293 0 0 Future Volume (Veh/h) 309 292 286 293 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate (vph) 340 321 314 322 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 947 pX, platoon unblocked vC, conflicting volume 314 1315 314 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 314 1315 314 tC, single (s) 4.2 6.5 6.4 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 71 100 100 cM capacity (veh/h) 1176 116 697 Direction, Lane # EB 1 WB 1 WB 2 Volume Total 661 314 322 Volume Left 340 0 0 Volume Right 0 0 322 cSH 1176 1700 1700 Volume to Capacity 0.29 0.18 0.19 Queue Length 95th (ft) 30 0 0 Control Delay (s) 6.4 0.0 0.0 Lane LOS A Approach Delay (s) 6.4 0.0 Approach LOS Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 57.3% ICU Level of Service B Analysis Period (min) 15 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 300 5 36 360 7 234 37 52 10 14 31 Future Volume (veh/h) 11 300 5 36 360 7 234 37 52 10 14 31 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1557 1557 1557 1557 1557 1900 1557 1557 1557 1557 1557 1557 Adj Flow Rate, veh/h 12 330 5 40 396 8 257 41 57 11 15 34 Adj No. of Lanes 111110111111 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 22 22 22 22 22 22 22 22 22 22 22 22 Cap, veh/h 23 499 424 63 529 11 261 391 332 21 138 118 Arrive On Green 0.02 0.32 0.32 0.04 0.35 0.35 0.18 0.25 0.25 0.01 0.09 0.09 Sat Flow, veh/h 1483 1557 1324 1483 1521 31 1483 1557 1324 1483 1557 1324 Grp Volume(v), veh/h 12 330 5 40 0 404 257 41 57 11 15 34 Grp Sat Flow(s),veh/h/ln 1483 1557 1324 1483 0 1552 1483 1557 1324 1483 1557 1324 Q Serve(g_s), s 0.4 9.1 0.1 1.3 0.0 11.5 8.6 1.0 1.7 0.4 0.4 1.2 Cycle Q Clear(g_c), s 0.4 9.1 0.1 1.3 0.0 11.5 8.6 1.0 1.7 0.4 0.4 1.2 Prop In Lane 1.00 1.00 1.00 0.02 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 23 499 424 63 0 539 261 391 332 21 138 118 V/C Ratio(X) 0.53 0.66 0.01 0.63 0.00 0.75 0.98 0.10 0.17 0.52 0.11 0.29 Avail Cap(c_a), veh/h 148 953 810 148 0 950 261 1115 948 148 997 848 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.4 14.6 11.6 23.5 0.0 14.4 20.5 14.4 14.7 24.5 20.9 21.3 Incr Delay (d2), s/veh 17.6 1.5 0.0 10.0 0.0 2.1 51.1 0.1 0.2 18.7 0.3 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 4.1 0.0 0.7 0.0 5.1 7.2 0.4 0.6 0.3 0.2 0.5 LnGrp Delay(d),s/veh 42.0 16.2 11.6 33.5 0.0 16.5 71.6 14.5 14.9 43.2 21.3 22.6 LnGrp LOS D B B C BEBBDCC Approach Vol, veh/h 347 444 355 60 Approach Delay, s/veh 17.0 18.0 55.9 26.1 Approach LOS B B E C Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 4.9 17.4 6.3 21.3 13.0 9.3 5.0 22.7 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 35.8 * 5 30.6 * 8.8 32.0 * 5 30.6 Max Q Clear Time (g_c+I1), s 2.4 3.7 3.3 11.1 10.6 3.2 2.4 13.5 Green Ext Time (p_c), s 0.0 0.6 0.0 4.1 0.0 0.5 0.0 3.9 Intersection Summary HCM 2010 Ctrl Delay 29.3 HCM 2010 LOS C Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 44 154 80 45 123 76 69 503 48 29 323 56 Future Volume (veh/h) 44 154 80 45 123 76 69 503 48 29 323 56 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 46 160 83 47 128 79 72 524 50 30 336 58 Adj No. of Lanes 010010120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 141 277 128 151 258 139 87 944 90 45 803 137 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.05 0.31 0.31 0.03 0.28 0.28 Sat Flow, veh/h 140 933 432 164 871 467 1675 3085 294 1675 2856 488 Grp Volume(v), veh/h 289 0 0 254 0 0 72 283 291 30 195 199 Grp Sat Flow(s),veh/h/ln 1505 0 0 1502 0 0 1675 1671 1707 1675 1671 1673 Q Serve(g_s), s 1.0 0.0 0.0 0.0 0.0 0.0 1.8 5.9 6.0 0.7 4.0 4.1 Cycle Q Clear(g_c), s 6.7 0.0 0.0 5.7 0.0 0.0 1.8 5.9 6.0 0.7 4.0 4.1 Prop In Lane 0.16 0.29 0.19 0.31 1.00 0.17 1.00 0.29 Lane Grp Cap(c), veh/h 546 0 0 548 0 0 87 512 523 45 470 470 V/C Ratio(X) 0.53 0.00 0.00 0.46 0.00 0.00 0.83 0.55 0.56 0.67 0.42 0.42 Avail Cap(c_a), veh/h 1256 0 0 1240 0 0 353 1039 1061 232 907 908 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.7 0.0 0.0 12.4 0.0 0.0 19.6 12.1 12.1 20.2 12.2 12.3 Incr Delay (d2), s/veh 0.8 0.0 0.0 0.6 0.0 0.0 17.6 0.9 0.9 15.9 0.6 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 0.0 0.0 2.5 0.0 0.0 1.2 2.8 2.9 0.5 1.9 2.0 LnGrp Delay(d),s/veh 13.5 0.0 0.0 13.0 0.0 0.0 37.2 13.1 13.1 36.1 12.8 12.9 LnGrp LOS B B D B B D B B Approach Vol, veh/h 289 254 646 424 Approach Delay, s/veh 13.5 13.0 15.8 14.5 Approach LOS BBBB Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.3 18.8 17.7 6.4 17.8 17.7 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 5.8 * 26 33.0 * 8.8 22.7 33.0 Max Q Clear Time (g_c+I1), s 2.7 8.0 8.7 3.8 6.1 7.7 Green Ext Time (p_c), s 0.0 4.8 3.2 0.0 4.7 3.3 Intersection Summary HCM 2010 Ctrl Delay 14.6 HCM 2010 LOS B Notes 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 16 Intersection Int Delay, s/veh 4.5 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Traffic Vol, veh/h 135 0 0 58 11 144 Future Vol, veh/h 135 0 0 58 11 144 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - Yield Storage Length - - - - 85 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 24 0 0 24 24 24 Mvmt Flow 145 0 0 62 12 155 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - 207 145 Stage 1 - - - - 145 - Stage 2 - - - - 62 - Critical Hdwy - - - - 6.64 6.44 Critical Hdwy Stg 1 - - - - 5.64 - Critical Hdwy Stg 2 - - - - 5.64 - Follow-up Hdwy - - - - 3.716 3.516 Pot Cap-1 Maneuver - 0 0 - 734 847 Stage 1 - 0 0 - 831 - Stage 2 - 0 0 - 908 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - 734 847 Mov Cap-2 Maneuver - - - - 734 - Stage 1 - - - - 831 - Stage 2 - - - - 908 - Approach NB SB NW HCM Control Delay, s 0 0 10.2 HCM LOS B Minor Lane/Major Mvmt NBTNWLn1NWLn2 SBT Capacity (veh/h) - 734 847 - HCM Lane V/C Ratio - 0.016 0.183 - HCM Control Delay (s) - 10 10.2 - HCM Lane LOS - B B - HCM 95th %tile Q(veh) - 0 0.7 - 12/15/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 18 Intersection Int Delay, s/veh 7.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 199 67 0 0 0 12 118 23 34 34 2 Future Vol, veh/h 3 199 67 0 0 0 12 118 23 34 34 2 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Stop - - None - - Free - - Free Storage Length - - 100 --------- Veh in Median Storage, # - 0 - - 16979 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 22 22 22 0 0 0 22 22 22 22 22 22 Mvmt Flow 3 212 71 0 0 0 13 126 24 36 36 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 260 260 36 36 0 - 126 0 0 Stage 1 109 109 ------- Stage 2 151 151 ------- Critical Hdwy 6.62 6.72 6.42 4.32 - - 4.32 - - Critical Hdwy Stg 1 5.62 5.72 ------- Critical Hdwy Stg 2 5.62 5.72 ------- Follow-up Hdwy 3.698 4.198 3.498 2.398 - - 2.398 - - Pot Cap-1 Maneuver 688 612 982 1455 - 0 1346 - 0 Stage 1 868 768 - - - 0 - - 0 Stage 2 830 736 - - - 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 663 0 982 1455 - - 1346 - - Mov Cap-2 Maneuver 663 0 ------- Stage 1 845 0 ------- Stage 2 822 0 ------- Approach EB NB SB HCM Control Delay, s 12 0.7 3.9 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBL SBT Capacity (veh/h) 1455 - 663 982 1346 - HCM Lane V/C Ratio 0.009 - 0.324 0.073 0.027 - HCM Control Delay (s) 7.5 0 13 9 7.7 0 HCM Lane LOS AABAAA HCM 95th %tile Q(veh) 0 - 1.4 0.2 0.1 - 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 341 102 4 341 0 13 0 17 153 109 305 Future Volume (veh/h) 0 341 102 4 341 0 13 0 17 153 109 305 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1496 1496 1900 1496 0 1496 0 1496 1496 1496 1496 Adj Flow Rate, veh/h 0 379 0 4 379 0 14 0 19 170 121 0 Adj No. of Lanes 011010101111 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 27 27 27 27 0 27 0 27 27 27 27 Cap, veh/h 0 572 486 4 408 0 66 0 0 288 149 127 Arrive On Green 0.00 0.26 0.00 0.28 0.28 0.00 0.05 0.00 0.00 0.20 0.10 0.00 Sat Flow, veh/h 0 1496 1272 16 1480 0 1425 14 1425 1496 1272 Grp Volume(v), veh/h 0 379 0 383 0 0 14 50.3 170 121 0 Grp Sat Flow(s),veh/h/ln 0 1496 1272 1495 0 0 1425 D 1425 1496 1272 Q Serve(g_s), s 0.0 24.1 0.0 26.4 0.0 0.0 1.0 11.5 8.4 0.0 Cycle Q Clear(g_c), s 0.0 24.1 0.0 26.4 0.0 0.0 1.0 11.5 8.4 0.0 Prop In Lane 0.00 1.00 0.01 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 572 486 412 0 0 66 288 149 127 V/C Ratio(X) 0.00 0.66 0.00 0.93 0.00 0.00 0.21 0.59 0.81 0.00 Avail Cap(c_a), veh/h 0 572 486 457 0 0 67 288 209 178 HCM Platoon Ratio 1.00 0.67 0.67 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 33.3 0.0 37.4 0.0 0.0 48.7 38.3 46.8 0.0 Incr Delay (d2), s/veh 0.0 2.9 0.0 29.7 0.0 0.0 1.6 3.1 15.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 10.4 0.0 14.3 0.0 0.0 0.4 4.7 4.1 0.0 LnGrp Delay(d),s/veh 0.0 36.1 0.0 67.1 0.0 0.0 50.3 41.4 61.8 0.0 LnGrp LOS D E D D E Approach Vol, veh/h 379 383 291 Approach Delay, s/veh 36.1 67.1 49.9 Approach LOS D E D Timer 12345678 Assigned Phs 1 4 5 6 8 Phs Duration (G+Y+Rc), s 25.6 45.8 9.1 16.6 34.5 Change Period (Y+Rc), s 4.2 5.3 4.2 * 6 5.3 Max Green Setting (Gmax), s 14.8 33.0 5.0 * 15 32.4 Max Q Clear Time (g_c+I1), s 13.5 26.1 3.0 10.4 28.4 Green Ext Time (p_c), s 0.1 1.2 0.0 0.2 0.8 Intersection Summary HCM 2010 Ctrl Delay 51.2 HCM 2010 LOS D Notes 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 477 208 4 278 0 12 0 28 101 56 236 Future Volume (veh/h) 0 477 208 4 278 0 12 0 28 101 56 236 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1557 1557 1900 1557 0 1557 0 1557 1557 1557 1557 Adj Flow Rate, veh/h 0 507 0 4 296 0 13 0 30 107 60 0 Adj No. of Lanes 011010101111 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 22 22 22 22 0 22 0 22 22 22 22 Cap, veh/h 0 774 658 4 328 0 65 0 0 229 88 74 Arrive On Green 0.00 0.99 0.00 0.21 0.21 0.00 0.04 0.00 0.00 0.15 0.06 0.00 Sat Flow, veh/h 0 1557 1324 21 1536 0 1483 13 1483 1557 1324 Grp Volume(v), veh/h 0 507 0 300 0 0 13 52.2 107 60 0 Grp Sat Flow(s),veh/h/ln 0 1557 1324 1556 0 0 1483 D 1483 1557 1324 Q Serve(g_s), s 0.0 0.6 0.0 20.7 0.0 0.0 0.9 7.2 4.2 0.0 Cycle Q Clear(g_c), s 0.0 0.6 0.0 20.7 0.0 0.0 0.9 7.2 4.2 0.0 Prop In Lane 0.00 1.00 0.01 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 774 658 333 0 0 65 229 88 74 V/C Ratio(X) 0.00 0.65 0.00 0.90 0.00 0.00 0.20 0.47 0.68 0.00 Avail Cap(c_a), veh/h 0 774 658 417 0 0 67 229 170 144 HCM Platoon Ratio 1.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.2 0.0 42.1 0.0 0.0 50.7 42.4 50.9 0.0 Incr Delay (d2), s/veh 0.0 2.0 0.0 29.8 0.0 0.0 1.5 1.5 9.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.5 0.0 11.6 0.0 0.0 0.4 3.1 2.0 0.0 LnGrp Delay(d),s/veh 0.0 2.2 0.0 71.9 0.0 0.0 52.2 43.8 60.0 0.0 LnGrp LOS A E D D E Approach Vol, veh/h 507 300 167 Approach Delay, s/veh 2.2 71.9 49.6 Approach LOS A E D Timer 12345678 Assigned Phs 1 4 5 6 8 Phs Duration (G+Y+Rc), s 21.2 60.0 9.0 12.2 28.8 Change Period (Y+Rc), s 4.2 5.3 4.2 * 6 5.3 Max Green Setting (Gmax), s 11.4 42.7 5.0 * 12 29.5 Max Q Clear Time (g_c+I1), s 9.2 2.6 2.9 6.2 22.7 Green Ext Time (p_c), s 0.1 3.3 0.0 0.1 0.8 Intersection Summary HCM 2010 Ctrl Delay 32.1 HCM 2010 LOS C Notes 12/18/2017 Existing + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB WB WB WB WB NB NB NB SB SB Directions Served L T R UL T T R L T R L T Maximum Queue (ft) 97 213 12 159 132 130 68 24 63 44 174 342 Average Queue (ft) 37 70 1 65 52 52 15 2 16 13 132 58 95th Queue (ft) 84 153 6 121 108 104 45 13 44 37 198 220 Link Distance (ft) 2623 2623 289 289 1968 3215 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 185 100 150 150 100 Storage Blk Time (%) 1 24 Queuing Penalty (veh) 1 20 Movement SB Directions Served R Maximum Queue (ft) 245 Average Queue (ft) 32 95th Queue (ft) 105 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 Storage Blk Time (%) Queuing Penalty (veh) Movement EB SB Directions Served T R Maximum Queue (ft) 154 67 Average Queue (ft) 5 34 95th Queue (ft) 51 58 Link Distance (ft) 289 134 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) 12/18/2017 Existing + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB WB NB NB SB SB SB Directions Served T R LT L R L T R Maximum Queue (ft) 469 260 450 87 60 312 178 240 Average Queue (ft) 255 38 208 18 12 128 99 28 95th Queue (ft) 418 183 403 54 38 229 165 134 Link Distance (ft) 469 730 2392 1060 Upstream Blk Time (%) 1 Queuing Penalty (veh) 5 Storage Bay Dist (ft) 60 45 300 300 Storage Blk Time (%) 50 0 10 3 0 Queuing Penalty (veh) 51 0 2 0 2 Movement EB WB WB Directions Served LT T R Maximum Queue (ft) 270 22 86 Average Queue (ft) 109 2 6 95th Queue (ft) 221 13 36 Link Distance (ft) 730 367 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement EB EB EB WB WB NB NB NB SB SB SB Directions Served L T R L TR L T R L T R Maximum Queue (ft) 90 292 67 95 220 295 446 56 47 76 51 Average Queue (ft) 28 121 8 27 120 138 41 14 7 23 14 95th Queue (ft) 67 222 32 70 214 242 210 41 32 58 41 Link Distance (ft) 473 5162 609 1319 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 100 150 180 180 155 355 Storage Blk Time (%) 9 5 4 Queuing Penalty (veh) 5 1 3 12/18/2017 Existing + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB WB NB NB NB SB SB SB Directions Served LTR LTR L T TR L T TR Maximum Queue (ft) 290 224 113 92 135 97 111 137 Average Queue (ft) 102 102 51 49 54 45 57 67 95th Queue (ft) 235 180 97 83 101 86 96 102 Link Distance (ft) 5162 4573 5304 5304 5297 5297 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 245 150 Storage Blk Time (%) Queuing Penalty (veh) Movement NW NW Directions Served L R Maximum Queue (ft) 47 74 Average Queue (ft) 13 4 95th Queue (ft) 38 30 Link Distance (ft) 1717 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement EB EB NB SB Directions Served LT R LTR LTR Maximum Queue (ft) 100 73 75 25 Average Queue (ft) 48 9 4 2 95th Queue (ft) 79 42 29 14 Link Distance (ft) 2392 3449 1087 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network wide Queuing Penalty: 90 12/18/2017 Existing + Proj PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB WB WB WB WB NB NB NB SB SB Directions Served L T R UL T T R L T R L T Maximum Queue (ft) 180 272 15 140 106 107 21 44 167 63 174 301 Average Queue (ft) 67 139 2 72 41 51 6 6 42 20 122 52 95th Queue (ft) 123 246 11 122 97 105 20 25 96 46 175 200 Link Distance (ft) 2623 2623 289 289 1968 3215 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 185 100 150 150 100 Storage Blk Time (%) 0 1 1 27 Queuing Penalty (veh) 0 0 0 25 Movement SB Directions Served R Maximum Queue (ft) 245 Average Queue (ft) 38 95th Queue (ft) 131 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 Storage Blk Time (%) Queuing Penalty (veh) Movement EB SB Directions Served T R Maximum Queue (ft) 119 75 Average Queue (ft) 17 31 95th Queue (ft) 78 59 Link Distance (ft) 289 137 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) 12/18/2017 Existing + Proj PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB WB NB NB SB SB SB Directions Served T R LT L R L T R Maximum Queue (ft) 483 260 413 56 75 209 155 164 Average Queue (ft) 322 181 163 5 25 83 50 15 95th Queue (ft) 500 377 314 24 63 166 112 88 Link Distance (ft) 469 730 2393 1060 Upstream Blk Time (%) 2 Queuing Penalty (veh) 13 Storage Bay Dist (ft) 60 45 300 300 Storage Blk Time (%) 46 0 11 Queuing Penalty (veh) 95 0 1 Movement EB WB Directions Served LT R Maximum Queue (ft) 412 89 Average Queue (ft) 117 12 95th Queue (ft) 279 50 Link Distance (ft) 730 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement EB EB EB WB WB NB NB NB SB SB SB Directions Served L T R L TR L T R L T R Maximum Queue (ft) 66 337 21 106 338 288 184 80 87 76 138 Average Queue (ft) 16 137 1 47 110 163 31 23 20 12 33 95th Queue (ft) 50 269 7 105 229 254 90 53 62 40 93 Link Distance (ft) 473 5162 609 1319 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 100 150 180 180 155 355 Storage Blk Time (%) 13 3 8 0 Queuing Penalty (veh) 2 1 7 0 12/18/2017 Existing + Proj PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB WB NB NB NB SB SB SB Directions Served LTR LTR L T TR L T TR Maximum Queue (ft) 318 177 151 164 236 96 222 191 Average Queue (ft) 132 80 53 71 86 30 57 68 95th Queue (ft) 261 137 106 126 156 76 117 129 Link Distance (ft) 5162 4573 5304 5304 5297 5297 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 245 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement NW NW Directions Served L R Maximum Queue (ft) 63 74 Average Queue (ft) 13 4 95th Queue (ft) 45 31 Link Distance (ft) 1717 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Movement EB EB NB SB Directions Served LT R LTR LTR Maximum Queue (ft) 103 37 80 74 Average Queue (ft) 48 1 4 6 95th Queue (ft) 84 12 28 32 Link Distance (ft) 2393 3449 1084 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network wide Queuing Penalty: 146 http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | G Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix G: Near Term plus Project Traffic Conditions 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 67 193 134 49 735 609 49 31 93 194 215 339 Future Volume (vph) 67 193 134 49 735 609 49 31 93 194 215 339 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1543 1624 1380 1543 3085 1380 1543 1624 1380 1543 1624 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1543 1624 1380 1543 3085 1380 1543 1624 1380 1543 1624 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 74 214 149 54 817 677 54 34 103 216 239 377 RTOR Reduction (vph) 0 0 118 0 0 0 34 0 0 164 0 0 Lane Group Flow (vph) 74 214 31 0 871 677 20 34 103 52 239 377 Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 7.4 18.7 18.7 21.8 33.1 33.1 2.5 21.5 21.5 7.1 26.1 Effective Green, g (s) 7.4 18.7 18.7 21.8 33.1 33.1 2.5 21.5 21.5 7.1 26.1 Actuated g/C Ratio 0.08 0.21 0.21 0.25 0.37 0.37 0.03 0.24 0.24 0.08 0.29 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 128 341 290 378 1149 514 43 393 334 123 477 v/s Ratio Prot 0.05 0.13 c0.56 c0.22 0.02 0.06 c0.15 c0.23 v/s Ratio Perm 0.02 0.01 0.04 v/c Ratio 0.58 0.63 0.11 2.30 0.59 0.04 0.79 0.26 0.16 1.94 0.79 Uniform Delay, d1 39.2 31.9 28.3 33.5 22.4 17.7 42.9 27.2 26.5 40.9 28.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.2 3.6 0.2 595.2 0.8 0.0 63.1 0.4 0.2 452.7 8.7 Delay (s) 45.4 35.5 28.5 628.7 23.2 17.8 106.0 27.6 26.7 493.5 37.5 Level of Service D D C F C B F C C F D Approach Delay (s) 34.8 352.2 34.6 170.6 Approach LOS C F C F Intersection Summary HCM 2000 Control Delay 228.1 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.38 Actuated Cycle Length (s) 88.8 Sum of lost time (s) 19.7 Intersection Capacity Utilization 93.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 166 Future Volume (vph) 166 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1380 Flt Permitted 1.00 Satd. Flow (perm) 1380 Peak-hour factor, PHF 0.90 Adj. Flow (vph) 184 RTOR Reduction (vph) 100 Lane Group Flow (vph) 84 Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 26.1 Effective Green, g (s) 26.1 Actuated g/C Ratio 0.29 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 405 v/s Ratio Prot v/s Ratio Perm 0.06 v/c Ratio 0.21 Uniform Delay, d1 23.6 Progression Factor 1.00 Incremental Delay, d2 0.3 Delay (s) 23.8 Level of Service C Approach Delay (s) Approach LOS Intersection Summary 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 651 1366 280 0 76 Future Vol, veh/h 0 651 1366 280 0 76 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 17 17 3 0 3 Mvmt Flow 0 708 1485 304 0 83 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 895 Stage 1 ------ Stage 2 ------ Critical Hdwy -----6.945 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.3285 Pot Cap-1 Maneuver 0 - - - 0 283 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver -----283 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 22.9 HCM LOS C Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 283 HCM Lane V/C Ratio - - - 0.292 HCM Control Delay (s) - - - 22.9 HCM Lane LOS - - - C HCM 95th %tile Q(veh) - - - 1.2 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Intersection Int Delay, s/veh 536.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 549 108 4 842 0 13 0 17 153 220 783 Future Vol, veh/h 0 549 108 4 842 0 13 0 17 153 220 783 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - Free - - None - - None - - Yield Storage Length - - 60 - - - 0 - 45 - - 55 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 0 27 27 27 27 0 27 0 27 27 27 27 Mvmt Flow 0 610 120 4 936 0 14 0 19 170 244 870 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 - 610 0 0 1677 - 610 1554 1554 936 Stage 1 ------610--944944- Stage 2 ------1067 - - 610 610 - Critical Hdwy - - - 4.37 - - 7.37 - 6.47 7.37 6.77 6.47 Critical Hdwy Stg 1 ------6.37 - - 6.37 5.77 - Critical Hdwy Stg 2 ------6.37 - - 6.37 5.77 - Follow-up Hdwy - - - 2.443 - - 3.743 - 3.543 3.743 4.243 3.543 Pot Cap-1 Maneuver 0 - 0 858 - 0 66 0 452 ~ 81 ~ 100 ~ 289 Stage 1 0 - 0 - - 0 441 0 - 284 310 - Stage 2 0 - 0 - - 0 241 0 - 441 448 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 858 ----452~ 77~ 99~ 289 Mov Cap-2 Maneuver ---------~ 77~ 99- Stage 1 ------441--284307- Stage 2 ---------423448- Approach EB WB NB SB HCM Control Delay, s 0 0 $ 1198.7 HCM LOS - F Minor Lane/Major Mvmt NBLn1NBLn2 EBT WBL WBTSBLn1SBLn2 Capacity (veh/h) - 452 - 858 - 89 289 HCM Lane V/C Ratio - 0.042 - 0.005 - 4.657 3.01 HCM Control Delay (s) - 13.3 - 9.2 0$ 1740.9$ 940.4 HCM Lane LOS - B - A A F F HCM 95th %tile Q(veh) - 0.1 - 0 - 44.2 76.9 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 307 397 864 108 0 0 Future Volume (Veh/h) 307 397 864 108 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 327 422 919 115 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 947 pX, platoon unblocked 0.66 0.66 0.66 vC, conflicting volume 919 1995 919 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 624 2246 624 tC, single (s) 4.4 6.4 6.2 tC, 2 stage (s) tF (s) 2.5 3.5 3.3 p0 queue free % 40 100 100 cM capacity (veh/h) 549 13 324 Direction, Lane # EB 1 WB 1 WB 2 Volume Total 749 919 115 Volume Left 327 0 0 Volume Right 0 0 115 cSH 549 1700 1700 Volume to Capacity 0.60 0.54 0.07 Queue Length 95th (ft) 97 0 0 Control Delay (s) 18.3 0.0 0.0 Lane LOS C Approach Delay (s) 18.3 0.0 Approach LOS Intersection Summary Average Delay 7.7 Intersection Capacity Utilization 90.0% ICU Level of Service E Analysis Period (min) 15 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 39 345 24 28 719 27 326 37 49 9 35 30 Future Volume (veh/h) 39 345 24 28 719 27 326 37 49 9 35 30 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1439 1439 1439 1900 1439 1439 1439 1439 1439 1439 Adj Flow Rate, veh/h 48 426 30 35 888 33 402 46 60 11 43 37 Adj No. of Lanes 111110111111 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, % 32 32 32 32 32 32 32 32 32 32 32 32 Cap, veh/h 56 621 528 46 585 22 325 412 351 19 91 77 Arrive On Green 0.04 0.43 0.43 0.03 0.42 0.42 0.24 0.29 0.29 0.01 0.06 0.06 Sat Flow, veh/h 1371 1439 1223 1371 1379 51 1371 1439 1223 1371 1439 1223 Grp Volume(v), veh/h 48 426 30 35 0 921 402 46 60 11 43 37 Grp Sat Flow(s),veh/h/ln 1371 1439 1223 1371 0 1430 1371 1439 1223 1371 1439 1223 Q Serve(g_s), s 2.8 19.0 1.1 2.0 0.0 33.7 18.8 1.9 2.9 0.6 2.3 2.3 Cycle Q Clear(g_c), s 2.8 19.0 1.1 2.0 0.0 33.7 18.8 1.9 2.9 0.6 2.3 2.3 Prop In Lane 1.00 1.00 1.00 0.04 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 56 621 528 46 0 607 325 412 351 19 91 77 V/C Ratio(X) 0.85 0.69 0.06 0.75 0.00 1.52 1.24 0.11 0.17 0.59 0.47 0.48 Avail Cap(c_a), veh/h 152 621 528 152 0 607 325 785 667 183 636 541 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.8 18.2 13.1 38.0 0.0 22.8 30.3 20.9 21.2 38.9 35.9 35.9 Incr Delay (d2), s/veh 27.9 3.1 0.0 21.5 0.0 241.0 130.9 0.1 0.2 26.5 3.8 4.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 8.0 0.4 1.0 0.0 53.8 18.8 0.8 1.0 0.4 1.0 0.9 LnGrp Delay(d),s/veh 65.7 21.3 13.2 59.5 0.0 263.8 161.1 21.0 21.5 65.4 39.7 40.4 LnGrp LOS E C B E F F C C E D D Approach Vol, veh/h 504 956 508 91 Approach Delay, s/veh 25.1 256.3 132.0 43.1 Approach LOS C F F D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 5.3 27.6 6.9 39.6 23.0 9.9 7.5 39.0 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 11 43.3 * 8.8 33.7 * 19 35.1 * 8.8 33.7 Max Q Clear Time (g_c+I1), s 2.6 4.9 4.0 21.0 20.8 4.3 4.8 35.7 Green Ext Time (p_c), s 0.0 0.8 0.0 7.2 0.0 0.8 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 159.6 HCM 2010 LOS F Notes 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 81 131 73 66 236 40 111 236 42 63 310 205 Future Volume (veh/h) 81 131 73 66 236 40 111 236 42 63 310 205 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 96 156 87 79 281 48 132 281 50 75 369 244 Adj No. of Lanes 010010120120 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 180 255 122 148 396 62 166 907 159 93 534 348 Arrive On Green 0.35 0.35 0.35 0.35 0.35 0.35 0.10 0.32 0.32 0.06 0.28 0.28 Sat Flow, veh/h 280 721 346 206 1120 177 1675 2843 499 1675 1942 1265 Grp Volume(v), veh/h 339 0 0 408 0 0 132 164 167 75 317 296 Grp Sat Flow(s),veh/h/ln 1346 0 0 1502 0 0 1675 1671 1671 1675 1671 1536 Q Serve(g_s), s 0.0 0.0 0.0 1.4 0.0 0.0 4.4 4.2 4.3 2.5 9.6 9.9 Cycle Q Clear(g_c), s 12.0 0.0 0.0 13.3 0.0 0.0 4.4 4.2 4.3 2.5 9.6 9.9 Prop In Lane 0.28 0.26 0.19 0.12 1.00 0.30 1.00 0.82 Lane Grp Cap(c), veh/h 557 0 0 606 0 0 166 533 533 93 460 423 V/C Ratio(X) 0.61 0.00 0.00 0.67 0.00 0.00 0.79 0.31 0.31 0.81 0.69 0.70 Avail Cap(c_a), veh/h 852 0 0 933 0 0 259 763 763 171 667 613 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 15.5 0.0 0.0 16.1 0.0 0.0 25.1 14.6 14.7 26.6 18.5 18.5 Incr Delay (d2), s/veh 1.1 0.0 0.0 1.3 0.0 0.0 8.8 0.3 0.3 15.1 1.8 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.7 0.0 0.0 5.8 0.0 0.0 2.4 2.0 2.0 1.6 4.6 4.4 LnGrp Delay(d),s/veh 16.6 0.0 0.0 17.4 0.0 0.0 33.9 15.0 15.0 41.7 20.3 20.7 LnGrp LOS B B C B B D C C Approach Vol, veh/h 339 408 463 688 Approach Delay, s/veh 16.6 17.4 20.4 22.8 Approach LOS B B C C Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.3 24.2 25.4 9.8 21.7 25.4 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 5.8 * 26 33.0 * 8.8 22.7 33.0 Max Q Clear Time (g_c+I1), s 4.5 6.3 14.0 6.4 11.9 15.3 Green Ext Time (p_c), s 0.0 5.0 4.5 0.1 3.8 4.3 Intersection Summary HCM 2010 Ctrl Delay 19.9 HCM 2010 LOS B Notes 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 16 Intersection Int Delay, s/veh 5.7 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Traffic Vol, veh/h 135 0 0 165 39 247 Future Vol, veh/h 135 0 0 165 39 247 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - Yield Storage Length - - - - 85 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, % 33 0 0 33 33 33 Mvmt Flow 152 0 0 185 44 278 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - 337 152 Stage 1 - - - - 152 - Stage 2 - - - - 185 - Critical Hdwy - - - - 6.73 6.53 Critical Hdwy Stg 1 - - - - 5.73 - Critical Hdwy Stg 2 - - - - 5.73 - Follow-up Hdwy - - - - 3.797 3.597 Pot Cap-1 Maneuver - 0 0 - 600 819 Stage 1 - 0 0 - 806 - Stage 2 - 0 0 - 777 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - 600 819 Mov Cap-2 Maneuver - - - - 600 - Stage 1 - - - - 806 - Stage 2 - - - - 777 - Approach NB SB NW HCM Control Delay, s 0 0 11.6 HCM LOS B Minor Lane/Major Mvmt NBTNWLn1NWLn2 SBT Capacity (veh/h) - 600 819 - HCM Lane V/C Ratio - 0.073 0.339 - HCM Control Delay (s) - 11.5 11.6 - HCM Lane LOS - B B - HCM 95th %tile Q(veh) - 0.2 1.5 - 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 18 Intersection Int Delay, s/veh 6.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 109 201 0 0 0 20 140 28 40 151 13 Future Vol, veh/h 5 109 201 0 0 0 20 140 28 40 151 13 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Stop - - None - - Free - - Free Storage Length - - 100 --------- Veh in Median Storage, # - 0 - - 16979 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 50 50 50 50 50 50 50 50 50 50 50 50 Mvmt Flow 5 118 218 0 0 0 22 152 30 43 164 14 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 447 447 164 164 0 - 152 0 0 Stage 1 251 251 ------- Stage 2 196 196 ------- Critical Hdwy 6.9 7 6.7 4.6 - - 4.6 - - Critical Hdwy Stg 1 5.9 6 ------- Critical Hdwy Stg 2 5.9 6 ------- Follow-up Hdwy 3.95 4.45 3.75 2.65 - - 2.65 - - Pot Cap-1 Maneuver 490 442 770 1169 - 0 1182 - 0 Stage 1 691 619 - - - 0 - - 0 Stage 2 735 657 - - - 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 461 0 770 1169 - - 1182 - - Mov Cap-2 Maneuver 461 0 ------- Stage 1 663 0 ------- Stage 2 720 0 ------- Approach EB NB SB HCM Control Delay, s 13 1 1.7 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBL SBT Capacity (veh/h) 1169 - 461 770 1182 - HCM Lane V/C Ratio 0.019 - 0.269 0.284 0.037 - HCM Control Delay (s) 8.1 0 15.7 11.5 8.2 0 HCM Lane LOS A A C B A A HCM 95th %tile Q(veh) 0.1 - 1.1 1.2 0.1 - 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 158 560 45 42 248 295 19 144 383 778 215 111 Future Volume (vph) 158 560 45 42 248 295 19 144 383 778 215 111 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1556 1638 1392 1556 3112 1392 1556 1638 1392 1556 1638 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1556 1638 1392 1556 3112 1392 1556 1638 1392 1556 1638 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 178 629 51 47 279 331 21 162 430 874 242 125 RTOR Reduction (vph) 0 0 35 0 0 0 14 0 0 95 0 0 Lane Group Flow (vph) 178 629 16 0 326 331 7 162 430 779 242 125 Heavy Vehicles (%) 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 9.8 35.7 35.7 9.8 35.7 35.7 14.2 42.0 42.0 7.8 35.6 Effective Green, g (s) 9.8 35.7 35.7 9.8 35.7 35.7 14.2 42.0 42.0 7.8 35.6 Actuated g/C Ratio 0.09 0.31 0.31 0.09 0.31 0.31 0.12 0.37 0.37 0.07 0.31 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 132 508 432 132 966 432 192 598 508 105 507 v/s Ratio Prot 0.11 c0.38 c0.21 0.11 0.10 0.26 c0.16 0.08 v/s Ratio Perm 0.01 0.00 c0.56 v/c Ratio 1.35 1.24 0.04 2.47 0.34 0.02 0.84 0.72 1.53 2.30 0.25 Uniform Delay, d1 52.6 39.6 27.7 52.6 30.6 27.5 49.3 31.4 36.5 53.6 29.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 198.5 123.2 0.0 683.5 0.2 0.0 27.2 4.1 250.2 616.0 0.3 Delay (s) 251.1 162.9 27.7 736.1 30.8 27.5 76.5 35.6 286.7 669.6 29.9 Level of Service F F C F C C E D F F C Approach Delay (s) 173.1 369.8 189.8 358.9 Approach LOS F F F F Intersection Summary HCM 2000 Control Delay 243.7 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.58 Actuated Cycle Length (s) 115.0 Sum of lost time (s) 19.7 Intersection Capacity Utilization 122.0% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 92 Future Volume (vph) 92 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1392 Flt Permitted 1.00 Satd. Flow (perm) 1392 Peak-hour factor, PHF 0.89 Adj. Flow (vph) 103 RTOR Reduction (vph) 71 Lane Group Flow (vph) 32 Heavy Vehicles (%) 16% Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 35.6 Effective Green, g (s) 35.6 Actuated g/C Ratio 0.31 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 430 v/s Ratio Prot v/s Ratio Perm 0.02 v/c Ratio 0.07 Uniform Delay, d1 28.1 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay (s) 28.1 Level of Service C Approach Delay (s) Approach LOS Intersection Summary 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Intersection Int Delay, s/veh 0.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 1595 537 228 0 67 Future Vol, veh/h 0 1595 537 228 0 67 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 17 17 3 17 3 Mvmt Flow 0 1734 584 248 0 73 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 416 Stage 1 ------ Stage 2 ------ Critical Hdwy -----6.945 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.3285 Pot Cap-1 Maneuver 0 - - - 0 584 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver -----584 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 12 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 584 HCM Lane V/C Ratio - - - 0.125 HCM Control Delay (s) - - - 12 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.4 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Intersection Int Delay, s/veh 145.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 1390 238 4 404 0 12 0 28 101 86 366 Future Vol, veh/h 0 1390 238 4 404 0 12 0 28 101 86 366 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - Free - - None - - None - - Yield Storage Length - - 60 - - - 0 - 45 - - 55 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 0 22 22 22 22 0 22 0 22 22 22 22 Mvmt Flow 0 1479 253 4 430 0 13 0 30 107 91 389 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 - 1479 0 0 1963 - 1479 1917 1917 430 Stage 1 ------1479 - - 438 438 - Stage 2 ------484--1479 1479 - Critical Hdwy - - - 4.32 - - 7.32 - 6.42 7.32 6.72 6.42 Critical Hdwy Stg 1 ------6.32 - - 6.32 5.72 - Critical Hdwy Stg 2 ------6.32 - - 6.32 5.72 - Follow-up Hdwy - - - 2.398 - - 3.698 - 3.498 3.698 4.198 3.498 Pot Cap-1 Maneuver 0 - 0 400 - 0 42 0 139 ~ 45 ~ 60 585 Stage 1 0 - 0 - - 0 141 0 - 560 546 - Stage 2 0 - 0 - - 0 528 0 - 141 172 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 400 ----139~ 35~ 59585 Mov Cap-2 Maneuver ---------~ 35~ 59- Stage 1 ------141--560539- Stage 2 ------145--111172- Approach EB WB NB SB HCM Control Delay, s 0 0.1 $ 630.7 HCM LOS - F Minor Lane/Major Mvmt NBLn1NBLn2 EBT WBL WBTSBLn1SBLn2 Capacity (veh/h) - 139 - 400 - 43 585 HCM Lane V/C Ratio - 0.214 - 0.011 - 4.626 0.666 HCM Control Delay (s) - 37.8 - 14.1 0$ 1821.2 22.5 HCM Lane LOS - E - B A F C HCM 95th %tile Q(veh) - 0.8 - 0 - 22.8 5 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 762 782 412 403 0 0 Future Volume (Veh/h) 762 782 412 403 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate (vph) 837 859 453 443 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 947 pX, platoon unblocked vC, conflicting volume 453 2986 453 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 453 2986 453 tC, single (s) 4.2 6.5 6.4 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 20 100 100 cM capacity (veh/h) 1042 3 581 Direction, Lane # EB 1 WB 1 WB 2 Volume Total 1696 453 443 Volume Left 837 0 0 Volume Right 0 0 443 cSH 1042 1700 1700 Volume to Capacity 0.80 0.27 0.26 Queue Length 95th (ft) 226 0 0 Control Delay (s) 20.8 0.0 0.0 Lane LOS C Approach Delay (s) 20.8 0.0 Approach LOS Intersection Summary Average Delay 13.6 Intersection Capacity Utilization 114.9% ICU Level of Service H Analysis Period (min) 15 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 36 736 5 39 480 10 347 66 127 13 17 34 Future Volume (veh/h) 36 736 5 39 480 10 347 66 127 13 17 34 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1557 1557 1557 1557 1557 1900 1557 1557 1557 1557 1557 1557 Adj Flow Rate, veh/h 40 809 5 43 527 11 381 73 140 14 19 37 Adj No. of Lanes 111110111111 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 22 22 22 22 22 22 22 22 22 22 22 22 Cap, veh/h 53 784 666 55 768 16 271 355 302 24 97 82 Arrive On Green 0.04 0.50 0.50 0.04 0.50 0.50 0.18 0.23 0.23 0.02 0.06 0.06 Sat Flow, veh/h 1483 1557 1324 1483 1520 32 1483 1557 1324 1483 1557 1324 Grp Volume(v), veh/h 40 809 5 43 0 538 381 73 140 14 19 37 Grp Sat Flow(s),veh/h/ln 1483 1557 1324 1483 0 1552 1483 1557 1324 1483 1557 1324 Q Serve(g_s), s 2.3 43.6 0.2 2.5 0.0 22.7 15.8 3.3 7.9 0.8 1.0 2.3 Cycle Q Clear(g_c), s 2.3 43.6 0.2 2.5 0.0 22.7 15.8 3.3 7.9 0.8 1.0 2.3 Prop In Lane 1.00 1.00 1.00 0.02 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 53 784 666 55 0 784 271 355 302 24 97 82 V/C Ratio(X) 0.76 1.03 0.01 0.78 0.00 0.69 1.41 0.21 0.46 0.57 0.20 0.45 Avail Cap(c_a), veh/h 89 784 666 86 0 784 271 770 654 86 575 489 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.4 21.5 10.7 41.3 0.0 16.2 35.4 27.1 28.9 42.3 38.6 39.2 Incr Delay (d2), s/veh 19.3 40.6 0.0 20.9 0.0 2.5 204.2 0.3 1.1 19.3 1.0 3.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 27.3 0.1 1.3 0.0 10.3 21.7 1.4 3.0 0.5 0.5 0.9 LnGrp Delay(d),s/veh 60.7 62.1 10.7 62.2 0.0 18.8 239.6 27.4 30.0 61.6 39.5 43.0 LnGrp LOS E F B E B F C C E D D Approach Vol, veh/h 854 581 594 70 Approach Delay, s/veh 61.7 22.0 164.1 45.8 Approach LOS E C F D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 5.6 24.6 7.4 48.9 20.0 10.3 7.3 49.0 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 42.8 * 5 43.6 * 16 32.0 * 5.2 43.4 Max Q Clear Time (g_c+I1), s 2.8 9.9 4.5 45.6 17.8 4.3 4.3 24.7 Green Ext Time (p_c), s 0.0 1.1 0.0 0.0 0.0 1.0 0.0 8.6 Intersection Summary HCM 2010 Ctrl Delay 79.2 HCM 2010 LOS E Notes 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 139 239 130 52 146 76 81 514 51 29 333 98 Future Volume (veh/h) 139 239 130 52 146 76 81 514 51 29 333 98 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 145 249 135 54 152 79 84 535 53 30 347 102 Adj No. of Lanes 010010120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 221 322 159 150 371 171 106 837 83 42 600 174 Arrive On Green 0.44 0.44 0.44 0.44 0.44 0.44 0.06 0.27 0.27 0.03 0.23 0.23 Sat Flow, veh/h 326 737 364 175 848 392 1675 3073 304 1675 2558 741 Grp Volume(v), veh/h 529 0 0 285 0 0 84 290 298 30 225 224 Grp Sat Flow(s),veh/h/ln 1427 0 0 1416 0 0 1675 1671 1706 1675 1671 1628 Q Serve(g_s), s 11.6 0.0 0.0 0.0 0.0 0.0 2.9 8.9 9.0 1.0 6.9 7.1 Cycle Q Clear(g_c), s 18.8 0.0 0.0 7.3 0.0 0.0 2.9 8.9 9.0 1.0 6.9 7.1 Prop In Lane 0.27 0.26 0.19 0.28 1.00 0.18 1.00 0.46 Lane Grp Cap(c), veh/h 702 0 0 692 0 0 106 455 465 42 392 382 V/C Ratio(X) 0.75 0.00 0.00 0.41 0.00 0.00 0.80 0.64 0.64 0.71 0.57 0.59 Avail Cap(c_a), veh/h 916 0 0 907 0 0 281 753 769 109 573 558 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 14.2 0.0 0.0 11.3 0.0 0.0 27.0 18.7 18.7 28.2 19.8 19.8 Incr Delay (d2), s/veh 2.6 0.0 0.0 0.4 0.0 0.0 12.6 1.5 1.5 20.0 1.3 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.0 0.0 0.0 3.2 0.0 0.0 1.7 4.3 4.4 0.7 3.3 3.3 LnGrp Delay(d),s/veh 16.8 0.0 0.0 11.7 0.0 0.0 39.6 20.2 20.2 48.2 21.1 21.3 LnGrp LOS B B DCCDCC Approach Vol, veh/h 529 285 672 479 Approach Delay, s/veh 16.8 11.7 22.6 22.9 Approach LOS B B C C Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.7 21.9 30.8 7.9 19.7 30.8 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 3.8 * 26 34.7 * 9.8 20.0 34.7 Max Q Clear Time (g_c+I1), s 3.0 11.0 20.8 4.9 9.1 9.3 Green Ext Time (p_c), s 0.0 4.9 4.4 0.1 4.1 5.6 Intersection Summary HCM 2010 Ctrl Delay 19.5 HCM 2010 LOS B Notes 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 16 Intersection Int Delay, s/veh 3.4 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Traffic Vol, veh/h 349 0 0 82 13 147 Future Vol, veh/h 349 0 0 82 13 147 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - Yield Storage Length - - - - 85 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 24 0 0 24 24 24 Mvmt Flow 375 0 0 88 14 158 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 - - - 463 375 Stage 1 - - - - 375 - Stage 2 - - - - 88 - Critical Hdwy - - - - 6.64 6.44 Critical Hdwy Stg 1 - - - - 5.64 - Critical Hdwy Stg 2 - - - - 5.64 - Follow-up Hdwy - - - - 3.716 3.516 Pot Cap-1 Maneuver - 0 0 - 519 625 Stage 1 - 0 0 - 649 - Stage 2 - 0 0 - 883 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - - 519 625 Mov Cap-2 Maneuver - - - - 519 - Stage 1 - - - - 649 - Stage 2 - - - - 883 - Approach NB SB NW HCM Control Delay, s 0 0 12.7 HCM LOS B Minor Lane/Major Mvmt NBTNWLn1NWLn2 SBT Capacity (veh/h) - 519 625 - HCM Lane V/C Ratio - 0.027 0.253 - HCM Control Delay (s) - 12.1 12.7 - HCM Lane LOS - B B - HCM 95th %tile Q(veh) - 0.1 1 - 12/18/2017 Baseline Synchro 9 Report JLB Traffic Engineering, Inc.Page 18 Intersection Int Delay, s/veh 7.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 217 97 0 0 0 12 330 33 34 59 3 Future Vol, veh/h 5 217 97 0 0 0 12 330 33 34 59 3 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Stop - - None - - Free - - Free Storage Length - - 100 --------- Veh in Median Storage, # - 0 - - 16979 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 22 22 22 0 0 0 22 22 22 22 22 22 Mvmt Flow 5 231 103 0 0 0 13 351 35 36 63 3 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 512 512 63 63 0 - 351 0 0 Stage 1 135 135 ------- Stage 2 377 377 ------- Critical Hdwy 6.62 6.72 6.42 4.32 - - 4.32 - - Critical Hdwy Stg 1 5.62 5.72 ------- Critical Hdwy Stg 2 5.62 5.72 ------- Follow-up Hdwy 3.698 4.198 3.498 2.398 - - 2.398 - - Pot Cap-1 Maneuver 488 438 948 1421 - 0 1105 - 0 Stage 1 844 748 - - - 0 - - 0 Stage 2 652 582 - - - 0 - - 0 Platoon blocked, % - - Mov Cap-1 Maneuver 466 0 948 1421 - - 1105 - - Mov Cap-2 Maneuver 466 0 ------- Stage 1 815 0 ------- Stage 2 645 0 ------- Approach EB NB SB HCM Control Delay, s 17 0.3 3.1 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBL SBT Capacity (veh/h) 1421 - 466 948 1105 - HCM Lane V/C Ratio 0.009 - 0.507 0.109 0.033 - HCM Control Delay (s) 7.6 0 20.4 9.3 8.4 0 HCM Lane LOS A A C A A A HCM 95th %tile Q(veh) 0 - 2.8 0.4 0.1 - 01/11/2018 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 67 193 134 49 735 609 49 31 93 194 215 339 Future Volume (vph) 67 193 134 49 735 609 49 31 93 194 215 339 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 1.00 0.88 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1543 3085 1380 2993 3085 1380 1543 1624 2429 1543 1624 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1543 3085 1380 2993 3085 1380 1543 1624 2429 1543 1624 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 74 214 149 54 817 677 54 34 103 216 239 377 RTOR Reduction (vph) 0 0 125 0 0 0 34 0 0 181 0 0 Lane Group Flow (vph) 74 214 24 0 871 677 20 34 103 35 239 377 Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 7.8 14.2 14.2 26.1 32.5 32.5 2.5 14.4 14.4 14.8 26.7 Effective Green, g (s) 7.8 14.2 14.2 26.1 32.5 32.5 2.5 14.4 14.4 14.8 26.7 Actuated g/C Ratio 0.09 0.16 0.16 0.29 0.36 0.36 0.03 0.16 0.16 0.17 0.30 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 134 491 219 875 1124 502 43 262 392 256 486 v/s Ratio Prot c0.05 0.07 c0.29 c0.22 c0.02 0.06 c0.15 c0.23 v/s Ratio Perm 0.02 0.01 0.01 v/c Ratio 0.55 0.44 0.11 1.00 0.60 0.04 0.79 0.39 0.09 0.93 0.78 Uniform Delay, d1 39.0 33.9 32.1 31.5 23.1 18.3 43.1 33.5 31.8 36.7 28.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.9 0.6 0.2 29.1 0.9 0.0 63.1 1.0 0.1 38.4 7.6 Delay (s) 43.9 34.5 32.3 60.6 24.0 18.3 106.2 34.5 31.9 75.1 36.1 Level of Service D C C E C B F C C E D Approach Delay (s) 35.3 43.7 39.8 44.9 Approach LOS D D D D Intersection Summary HCM 2000 Control Delay 42.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 89.2 Sum of lost time (s) 19.7 Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 01/11/2018 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 166 Future Volume (vph) 166 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1380 Flt Permitted 1.00 Satd. Flow (perm) 1380 Peak-hour factor, PHF 0.90 Adj. Flow (vph) 184 RTOR Reduction (vph) 102 Lane Group Flow (vph) 82 Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 26.7 Effective Green, g (s) 26.7 Actuated g/C Ratio 0.30 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 413 v/s Ratio Prot v/s Ratio Perm 0.06 v/c Ratio 0.20 Uniform Delay, d1 23.3 Progression Factor 1.00 Incremental Delay, d2 0.2 Delay (s) 23.5 Level of Service C Approach Delay (s) Approach LOS Intersection Summary 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 549 108 4 842 0 13 0 17 153 220 783 Future Volume (veh/h) 0 549 108 4 842 0 13 0 17 153 220 783 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1496 1496 1496 1496 0 1496 0 1496 1496 1496 1496 Adj Flow Rate, veh/h 0 610 120 4 936 0 14 0 19 170 244 870 Adj No. of Lanes 021120101112 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 27 27 27 27 0 27 0 27 27 27 27 Cap, veh/h 0 786 352 95 1178 0 24 0 0 619 541 809 Arrive On Green 0.00 0.28 0.28 0.07 0.41 0.00 0.02 0.00 0.00 0.43 0.36 0.36 Sat Flow, veh/h 0 2917 1272 1425 2917 0 1425 14 1425 1496 2238 Grp Volume(v), veh/h 0 610 120 4 936 0 14 56.8 170 244 870 Grp Sat Flow(s),veh/h/ln 0 1421 1272 1425 1421 0 1425 E 1425 1496 1119 Q Serve(g_s), s 0.0 14.8 4.5 0.2 21.5 0.0 0.7 5.7 9.3 27.0 Cycle Q Clear(g_c), s 0.0 14.8 4.5 0.2 21.5 0.0 0.7 5.7 9.3 27.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 786 352 95 1178 0 24 619 541 809 V/C Ratio(X) 0.00 0.78 0.34 0.04 0.79 0.00 0.58 0.27 0.45 1.08 Avail Cap(c_a), veh/h 0 1267 567 95 1617 0 95 619 541 809 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 24.9 13.9 32.6 19.1 0.0 36.5 13.6 18.2 23.9 Incr Delay (d2), s/veh 0.0 1.7 0.6 0.2 2.0 0.0 20.3 0.2 0.6 54.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 5.9 1.8 0.1 8.6 0.0 0.4 2.3 3.9 14.3 LnGrp Delay(d),s/veh 0.0 26.6 14.4 32.8 21.1 0.0 56.8 13.8 18.8 77.9 LnGrp LOS C B C C E B B F Approach Vol, veh/h 730 940 1284 Approach Delay, s/veh 24.6 21.1 58.2 Approach LOS C C E Timer 12345678 Assigned Phs 1 3456 8 Phs Duration (G+Y+Rc), s 38.5 10.3 26.0 5.5 33.0 36.3 Change Period (Y+Rc), s 6.0 5.3 * 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s 19.9 5.0 * 33 * 5 27.0 42.5 Max Q Clear Time (g_c+I1), s 7.7 2.2 16.8 2.7 29.0 23.5 Green Ext Time (p_c), s 4.6 1.6 3.9 0.0 0.0 6.1 Intersection Summary HCM 2010 Ctrl Delay 38.2 HCM 2010 LOS D Notes 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 307 397 864 108 0 0 Future Volume (veh/h) 307 397 864 108 0 0 Number 7 4 8 18 Initial Q (Qb), veh 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1439 1439 Adj Flow Rate, veh/h 327 422 919 0 Adj No. of Lanes 2221 Peak Hour Factor 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 32 32 32 32 Cap, veh/h 485 2268 1399 626 Arrive On Green 0.18 0.83 0.51 0.00 Sat Flow, veh/h 2659 2807 2807 1223 Grp Volume(v), veh/h 327 422 919 0 Grp Sat Flow(s),veh/h/ln 1330 1367 1367 1223 Q Serve(g_s), s 3.6 1.0 7.7 0.0 Cycle Q Clear(g_c), s 3.6 1.0 7.7 0.0 Prop In Lane 1.00 1.00 Lane Grp Cap(c), veh/h 485 2268 1399 626 V/C Ratio(X) 0.67 0.19 0.66 0.00 Avail Cap(c_a), veh/h 839 3057 1823 816 HCM Platoon Ratio 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 11.8 0.5 5.6 0.0 Incr Delay (d2), s/veh 1.6 0.0 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.4 2.9 0.0 LnGrp Delay(d),s/veh 13.5 0.6 6.1 0.0 LnGrp LOS B A A Approach Vol, veh/h 749 919 Approach Delay, s/veh 6.2 6.1 Approach LOS A A Timer 12345678 Assigned Phs 4 7 8 Phs Duration (G+Y+Rc), s 31.0 9.9 21.2 Change Period (Y+Rc), s 5.3 * 4.2 5.3 Max Green Setting (Gmax), s 34.7 * 9.8 20.7 Max Q Clear Time (g_c+I1), s 3.0 5.6 9.7 Green Ext Time (p_c), s 10.8 0.5 6.2 Intersection Summary HCM 2010 Ctrl Delay 6.2 HCM 2010 LOS A Notes 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 39 345 24 28 719 27 326 37 49 9 35 30 Future Volume (veh/h) 39 345 24 28 719 27 326 37 49 9 35 30 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1900 1439 1439 1900 1439 1439 1439 1439 1439 1439 Adj Flow Rate, veh/h 48 426 30 35 888 33 402 46 60 11 43 37 Adj No. of Lanes 120120211111 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, % 32 32 32 32 32 32 32 32 32 32 32 32 Cap, veh/h 62 578 41 278 1071 40 496 358 305 19 110 94 Arrive On Green 0.05 0.22 0.22 0.20 0.40 0.40 0.19 0.25 0.25 0.01 0.08 0.08 Sat Flow, veh/h 1371 2593 182 1371 2689 100 2659 1439 1223 1371 1439 1223 Grp Volume(v), veh/h 48 224 232 35 452 469 402 46 60 11 43 37 Grp Sat Flow(s),veh/h/ln 1371 1367 1407 1371 1367 1422 1330 1439 1223 1371 1439 1223 Q Serve(g_s), s 2.2 9.6 9.7 1.3 18.8 18.8 9.2 1.6 1.3 0.5 1.8 1.8 Cycle Q Clear(g_c), s 2.2 9.6 9.7 1.3 18.8 18.8 9.2 1.6 1.3 0.5 1.8 1.8 Prop In Lane 1.00 0.13 1.00 0.07 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 62 305 314 278 545 566 496 358 305 19 110 94 V/C Ratio(X) 0.78 0.73 0.74 0.13 0.83 0.83 0.81 0.13 0.20 0.58 0.39 0.40 Avail Cap(c_a), veh/h 110 700 720 278 728 757 655 968 823 108 727 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.9 22.9 22.9 20.6 17.1 17.1 24.7 18.4 5.0 31.0 27.8 27.8 Incr Delay (d2), s/veh 18.6 3.4 3.4 0.2 6.0 5.8 5.8 0.2 0.3 24.7 2.2 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 3.9 4.0 0.5 7.9 8.2 3.7 0.6 0.8 0.3 0.8 0.7 LnGrp Delay(d),s/veh 48.5 26.3 26.3 20.8 23.1 22.9 30.4 18.6 5.3 55.8 30.1 30.5 LnGrp LOS DCCCCCCBAECC Approach Vol, veh/h 504 956 508 91 Approach Delay, s/veh 28.4 22.9 26.4 33.4 Approach LOS CCCC Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 5.1 20.7 18.2 19.4 16.0 9.7 7.1 30.5 Change Period (Y+Rc), s * 4.2 4.9 5.3 * 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 42.6 6.4 * 32 * 16 32.0 * 5.1 33.7 Max Q Clear Time (g_c+I1), s 2.5 3.6 3.3 11.7 11.2 3.8 4.2 20.8 Green Ext Time (p_c), s 0.0 0.8 1.6 2.4 0.6 0.8 0.0 4.4 Intersection Summary HCM 2010 Ctrl Delay 25.6 HCM 2010 LOS C Notes 01/11/2018 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 158 560 45 42 248 295 19 144 383 778 215 111 Future Volume (vph) 158 560 45 42 248 295 19 144 383 778 215 111 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 1.00 0.88 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1556 3112 1392 3019 3112 1392 1556 1638 2450 1556 1638 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1556 3112 1392 3019 3112 1392 1556 1638 2450 1556 1638 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 178 629 51 47 279 331 21 162 430 874 242 125 RTOR Reduction (vph) 0 0 37 0 0 0 15 0 0 242 0 0 Lane Group Flow (vph) 178 629 14 0 326 331 6 162 430 633 242 125 Heavy Vehicles (%) 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% 16% Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 14.9 30.8 30.8 15.7 31.6 31.6 32.5 35.5 35.5 14.3 17.3 Effective Green, g (s) 14.9 30.8 30.8 15.7 31.6 31.6 32.5 35.5 35.5 14.3 17.3 Actuated g/C Ratio 0.13 0.27 0.27 0.14 0.27 0.27 0.28 0.31 0.31 0.12 0.15 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 199 826 369 408 847 379 435 501 749 191 244 v/s Ratio Prot c0.11 c0.20 c0.11 0.11 0.10 c0.26 c0.16 0.08 v/s Ratio Perm 0.01 0.00 0.26 v/c Ratio 0.89 0.76 0.04 0.80 0.39 0.02 0.37 0.86 0.84 1.27 0.51 Uniform Delay, d1 49.8 39.2 31.6 48.6 34.4 30.8 33.6 37.9 37.7 50.9 45.5 Progression Factor 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 36.0 6.6 0.2 10.1 1.3 0.1 0.5 13.6 8.6 154.9 1.8 Delay (s) 85.7 45.8 31.8 58.0 35.8 30.9 34.1 51.5 46.3 205.7 47.3 Level of Service F D C E DCCDDFD Approach Delay (s) 53.2 46.4 46.5 127.8 Approach LOS D D D F Intersection Summary HCM 2000 Control Delay 59.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 116.0 Sum of lost time (s) 19.7 Intersection Capacity Utilization 79.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 01/11/2018 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 92 Future Volume (vph) 92 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1392 Flt Permitted 1.00 Satd. Flow (perm) 1392 Peak-hour factor, PHF 0.89 Adj. Flow (vph) 103 RTOR Reduction (vph) 88 Lane Group Flow (vph) 15 Heavy Vehicles (%) 16% Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 17.3 Effective Green, g (s) 17.3 Actuated g/C Ratio 0.15 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 207 v/s Ratio Prot v/s Ratio Perm 0.01 v/c Ratio 0.07 Uniform Delay, d1 42.5 Progression Factor 1.00 Incremental Delay, d2 0.2 Delay (s) 42.6 Level of Service D Approach Delay (s) Approach LOS Intersection Summary 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1390 238 4 404 0 12 0 28 101 86 366 Future Volume (veh/h) 0 1390 238 4 404 0 12 0 28 101 86 366 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1557 1557 1557 1557 0 1557 0 1557 1557 1557 1557 Adj Flow Rate, veh/h 0 1479 253 4 430 0 13 0 30 107 91 389 Adj No. of Lanes 021120101112 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 22 22 22 22 0 22 0 22 22 22 22 Cap, veh/h 0 1852 828 107 2172 0 21 0 0 287 223 333 Arrive On Green 0.00 0.83 0.83 0.14 1.00 0.00 0.01 0.00 0.00 0.19 0.14 0.14 Sat Flow, veh/h 0 3037 1324 1483 3037 0 1483 13 1483 1557 2330 Grp Volume(v), veh/h 0 1479 253 4 430 0 13 81.7 107 91 389 Grp Sat Flow(s),veh/h/ln 0 1480 1324 1483 1480 0 1483 F 1483 1557 1165 Q Serve(g_s), s 0.0 29.0 5.0 0.3 0.0 0.0 1.0 7.3 6.2 16.6 Cycle Q Clear(g_c), s 0.0 29.0 5.0 0.3 0.0 0.0 1.0 7.3 6.2 16.6 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 1852 828 107 2172 0 21 287 223 333 V/C Ratio(X) 0.00 0.80 0.31 0.04 0.20 0.00 0.61 0.37 0.41 1.17 Avail Cap(c_a), veh/h 0 1852 828 107 2172 0 64 287 223 333 HCM Platoon Ratio 1.00 1.33 1.33 2.00 2.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.97 0.97 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 6.1 4.1 46.2 0.0 0.0 56.8 40.6 45.2 49.7 Incr Delay (d2), s/veh 0.0 3.7 1.0 0.1 0.2 0.0 24.9 0.8 1.2 102.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 12.2 2.0 0.1 0.1 0.0 0.6 3.0 2.7 10.1 LnGrp Delay(d),s/veh 0.0 9.8 5.0 46.4 0.2 0.0 81.7 41.4 46.4 152.3 LnGrp LOS A A D A F D D F Approach Vol, veh/h 1732 434 587 Approach Delay, s/veh 9.1 0.6 115.7 Approach LOS A A F Timer 12345678 Assigned Phs 1 3456 8 Phs Duration (G+Y+Rc), s 26.7 12.5 76.8 5.9 20.8 89.3 Change Period (Y+Rc), s 4.2 * 4.2 * 4.2 * 4.2 * 4.2 * 4.2 Max Green Setting (Gmax), s 14.8 * 5 * 73 * 5 * 17 * 82 Max Q Clear Time (g_c+I1), s 9.3 2.3 31.0 3.0 18.6 2.0 Green Ext Time (p_c), s 0.1 0.7 16.6 0.0 0.0 2.9 Intersection Summary HCM 2010 Ctrl Delay 30.7 HCM 2010 LOS C Notes 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT WBT WBR SEL SER Lane Configurations Traffic Volume (veh/h) 762 782 412 403 0 0 Future Volume (veh/h) 762 782 412 403 0 0 Number 7 4 8 18 Initial Q (Qb), veh 0000 Ped-Bike Adj(A_pbT) 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 1652 1652 Adj Flow Rate, veh/h 837 859 453 443 Adj No. of Lanes 2221 Peak Hour Factor 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 15 15 15 15 Cap, veh/h 922 2852 1677 750 Arrive On Green 0.60 1.00 0.53 0.53 Sat Flow, veh/h 3053 3222 3222 1404 Grp Volume(v), veh/h 837 859 453 443 Grp Sat Flow(s),veh/h/ln 1526 1570 1570 1404 Q Serve(g_s), s 13.9 0.0 4.6 12.4 Cycle Q Clear(g_c), s 13.9 0.0 4.6 12.4 Prop In Lane 1.00 1.00 Lane Grp Cap(c), veh/h 922 2852 1677 750 V/C Ratio(X) 0.91 0.30 0.27 0.59 Avail Cap(c_a), veh/h 1095 2852 1677 750 HCM Platoon Ratio 2.00 2.00 1.00 1.00 Upstream Filter(I) 0.62 0.62 1.00 1.00 Uniform Delay (d), s/veh 10.8 0.0 7.4 9.2 Incr Delay (d2), s/veh 6.5 0.2 0.4 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.4 0.1 2.0 5.5 LnGrp Delay(d),s/veh 17.3 0.2 7.8 12.6 LnGrp LOS BAAB Approach Vol, veh/h 1696 896 Approach Delay, s/veh 8.6 10.1 Approach LOS A B Timer 12345678 Assigned Phs 4 7 8 Phs Duration (G+Y+Rc), s 58.0 21.7 36.3 Change Period (Y+Rc), s 5.3 * 4.2 5.3 Max Green Setting (Gmax), s 52.7 * 21 27.7 Max Q Clear Time (g_c+I1), s 2.0 15.9 14.4 Green Ext Time (p_c), s 14.6 1.6 8.0 Intersection Summary HCM 2010 Ctrl Delay 9.1 HCM 2010 LOS A Notes 12/18/2017 Mitigated Synchro 9 Report JLB Traffic Engineering, Inc.Page 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 36 736 5 39 480 10 347 66 127 13 17 34 Future Volume (veh/h) 36 736 5 39 480 10 347 66 127 13 17 34 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1557 1557 1900 1557 1557 1900 1557 1557 1557 1557 1557 1557 Adj Flow Rate, veh/h 40 809 5 43 527 11 381 73 140 14 19 37 Adj No. of Lanes 120120211111 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 22 22 22 22 22 22 22 22 22 22 22 22 Cap, veh/h 632 1844 11 51 624 13 433 277 235 23 67 57 Arrive On Green 0.43 0.61 0.61 0.03 0.21 0.21 0.15 0.18 0.18 0.02 0.04 0.04 Sat Flow, veh/h 1483 3015 19 1483 2964 62 2877 1557 1324 1483 1557 1324 Grp Volume(v), veh/h 40 397 417 43 263 275 381 73 140 14 19 37 Grp Sat Flow(s),veh/h/ln 1483 1480 1554 1483 1480 1546 1439 1557 1324 1483 1557 1324 Q Serve(g_s), s 1.8 16.5 16.5 3.3 19.8 19.8 15.0 4.7 11.3 1.1 1.4 1.5 Cycle Q Clear(g_c), s 1.8 16.5 16.5 3.3 19.8 19.8 15.0 4.7 11.3 1.1 1.4 1.5 Prop In Lane 1.00 0.01 1.00 0.04 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 632 905 951 51 312 326 433 277 235 23 67 57 V/C Ratio(X) 0.06 0.44 0.44 0.84 0.84 0.84 0.88 0.26 0.59 0.60 0.28 0.65 Avail Cap(c_a), veh/h 632 905 951 75 478 500 491 628 534 64 430 365 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.6 12.0 12.0 55.7 44.0 44.0 48.3 41.1 43.8 56.7 53.8 11.7 Incr Delay (d2), s/veh 0.0 1.5 1.5 36.0 21.6 20.9 15.4 0.5 2.4 22.6 2.3 11.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 7.1 7.5 1.9 10.0 10.4 6.9 2.1 4.3 0.6 0.6 0.7 LnGrp Delay(d),s/veh 19.7 13.5 13.4 91.7 65.5 64.9 63.7 41.6 46.2 79.3 56.0 23.4 LnGrp LOS B B B F E E E D D E E C Approach Vol, veh/h 854 581 594 70 Approach Delay, s/veh 13.8 67.2 56.9 43.5 Approach LOS B E E D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 6.0 25.5 8.2 76.2 21.6 9.9 54.7 29.7 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 5.3 * 5.3 Max Green Setting (Gmax), s * 5 46.8 * 5.9 39.7 * 20 32.0 8.1 * 38 Max Q Clear Time (g_c+I1), s 3.1 13.3 5.3 18.5 17.0 3.5 3.8 21.8 Green Ext Time (p_c), s 0.0 1.1 0.0 4.8 0.4 1.1 1.9 2.6 Intersection Summary HCM 2010 Ctrl Delay 41.7 HCM 2010 LOS D Notes 01/11/2018 NT+ Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB EB WB WB WB WB WB NB NB NB Directions Served L T T R UL L T T R L T R Maximum Queue (ft) 163 155 114 165 228 270 365 277 220 69 167 133 Average Queue (ft) 64 80 56 64 224 267 315 165 22 30 63 54 95th Queue (ft) 124 144 108 130 234 289 381 264 110 64 119 96 Link Distance (ft) 2618 2618 277 277 1956 Upstream Blk Time (%) 18 40 0 Queuing Penalty (veh) 0 290 3 Storage Bay Dist (ft) 250 250 185 185 100 150 150 Storage Blk Time (%) 33 55 1 18 1 0 Queuing Penalty (veh) 102 167 9 9 2 0 Movement NB SB SB SB Directions Served R L T R Maximum Queue (ft) 82 175 1059 245 Average Queue (ft) 29 125 336 78 95th Queue (ft) 60 212 773 207 Link Distance (ft) 3209 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 100 130 Storage Blk Time (%) 25 29 Queuing Penalty (veh) 124 111 Movement WB WB SB Directions Served T TR R Maximum Queue (ft) 468 439 142 Average Queue (ft) 388 145 118 95th Queue (ft) 572 429 167 Link Distance (ft) 439 439 127 Upstream Blk Time (%) 9 0 85 Queuing Penalty (veh) 75 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) 01/11/2018 NT+ Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB EB WB WB WB NB NB SB SB SB SB Directions Served T T R L T T L R L T R R Maximum Queue (ft) 310 254 114 8 501 365 106 65 191 1104 420 360 Average Queue (ft) 188 100 35 0 179 144 11 20 90 440 338 274 95th Queue (ft) 303 211 81 3 382 282 50 53 156 1067 485 441 Link Distance (ft) 439 439 703 703 2368 1041 Upstream Blk Time (%)6 Queuing Penalty (veh)0 Storage Bay Dist (ft) 60 150 45 300 300 300 Storage Blk Time (%) 15 2 14 1 7 1 24 2 Queuing Penalty (veh) 17 7 1 0 1 8 89 9 Movement EB EB EB EB WB WB WB Directions Served L L TTTTR Maximum Queue (ft) 160 199 23 42 179 201 83 Average Queue (ft) 69 106 1 1 86 81 7 95th Queue (ft) 123 174 8 14 152 158 40 Link Distance (ft) 703 703 377 377 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 85 Storage Blk Time (%) 4 0 Queuing Penalty (veh) 4 0 01/11/2018 NT+ Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T TR L T TR L L T R L T Maximum Queue (ft) 130 182 187 130 371 232 205 295 67 78 47 130 Average Queue (ft) 41 56 85 39 137 107 104 114 26 36 7 35 95th Queue (ft) 89 122 158 91 251 199 172 191 63 71 31 89 Link Distance (ft) 467 467 609 1306 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 150 180 180 180 155 Storage Blk Time (%) 0 0 7 0 0 Queuing Penalty (veh) 0 0 2 0 0 Movement SB Directions Served R Maximum Queue (ft) 99 Average Queue (ft) 24 95th Queue (ft) 68 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 355 Storage Blk Time (%) Queuing Penalty (veh) Movement EB WB NB NB NB SB SB SB Directions Served LTR LTR L T TR L T TR Maximum Queue (ft) 217 265 138 115 117 116 199 198 Average Queue (ft) 109 138 76 46 61 42 67 99 95th Queue (ft) 186 232 126 85 107 82 120 167 Link Distance (ft) 4573 5304 5304 5297 5297 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 245 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 01/11/2018 NT+ Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 4 Movement NW NW Directions Served L R Maximum Queue (ft) 55 236 Average Queue (ft) 26 41 95th Queue (ft) 56 149 Link Distance (ft) 1717 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 4 Queuing Penalty (veh) 2 Movement EB EB NB SB Directions Served LT R LTR LTR Maximum Queue (ft) 101 172 104 107 Average Queue (ft) 55 66 17 20 95th Queue (ft) 92 141 72 69 Link Distance (ft) 2368 3449 1087 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 Storage Blk Time (%) 0 3 Queuing Penalty (veh) 1 4 Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network wide Queuing Penalty: 1037 01/11/2018 NT+ Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB EB WB WB WB WB WB NB NB NB Directions Served L T T R UL L T T R L T R Maximum Queue (ft) 366 518 491 87 218 225 224 176 50 249 766 400 Average Queue (ft) 174 219 199 26 100 121 84 87 6 120 272 214 95th Queue (ft) 304 355 324 58 179 193 157 150 24 252 529 344 Link Distance (ft) 2618 2618 277 277 1956 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 185 185 100 150 150 Storage Blk Time (%) 1 4 3 1307 22619 Queuing Penalty (veh) 2 6 1 2511 24244100 Movement NB SB SB SB Directions Served R L T R Maximum Queue (ft) 268 175 1900 245 Average Queue (ft) 149 172 908 111 95th Queue (ft) 256 185 1739 293 Link Distance (ft) 3209 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 100 130 Storage Blk Time (%) 5 84 16 Queuing Penalty (veh) 28 170 50 Movement SB Directions Served R Maximum Queue (ft) 74 Average Queue (ft) 31 95th Queue (ft) 52 Link Distance (ft) 127 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) 01/11/2018 NT+ Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB EB WB WB WB NB NB SB SB SB SB Directions Served T T R L T T L R L T R R Maximum Queue (ft) 360 278 260 4 166 39 102 75 188 152 122 92 Average Queue (ft) 211 117 37 0 18 4 19 36 85 73 67 47 95th Queue (ft) 335 237 119 2 81 22 63 71 149 134 110 80 Link Distance (ft) 439 439 703 703 2368 1041 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 60 150 45 300 300 300 Storage Blk Time (%) 16 2 0 3 27 Queuing Penalty (veh) 38 11 0 1 3 Movement EB EB EB WB WB WB Directions Served L L T T T R Maximum Queue (ft) 309 368 422 175 370 334 Average Queue (ft) 159 173 14 61 83 132 95th Queue (ft) 276 325 139 130 216 247 Link Distance (ft) 703 372 372 Upstream Blk Time (%) 0 Queuing Penalty (veh) 1 Storage Bay Dist (ft) 250 250 85 Storage Blk Time (%) 1 3 3 12 Queuing Penalty (veh) 4 12 13 26 01/11/2018 NT+ Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T TR L T TR L L T R L T Maximum Queue (ft) 100 249 210 144 201 217 239 299 476 111 106 71 Average Queue (ft) 25 126 113 38 80 98 118 186 102 47 25 20 95th Queue (ft) 69 220 189 85 175 194 214 296 284 90 71 56 Link Distance (ft) 467 467 2575 2575 609 1307 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 150 180 180 180 155 Storage Blk Time (%) 6 0 1 0 14 Queuing Penalty (veh) 2 0 0 1 27 Movement SB Directions Served R Maximum Queue (ft) 71 Average Queue (ft) 23 95th Queue (ft) 53 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 355 Storage Blk Time (%) Queuing Penalty (veh) Movement EB WB NB NB NB SB SB SB Directions Served LTR LTR L T TR L T TR Maximum Queue (ft) 858 286 197 180 214 59 151 154 Average Queue (ft) 317 136 64 100 127 22 76 92 95th Queue (ft) 643 260 124 161 191 51 125 150 Link Distance (ft) 2533 4573 5304 5304 5286 5286 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 245 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 01/11/2018 NT+ Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 4 Movement NW NW Directions Served L R Maximum Queue (ft) 41 108 Average Queue (ft) 6 10 95th Queue (ft) 26 53 Link Distance (ft) 1717 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 85 Storage Blk Time (%) 1 Queuing Penalty (veh) 0 Movement EB EB NB SB Directions Served LT R LTR LTR Maximum Queue (ft) 151 75 155 49 Average Queue (ft) 65 8 24 12 95th Queue (ft) 117 41 97 37 Link Distance (ft) 2368 3449 1087 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 Storage Blk Time (%) 2 Queuing Penalty (veh) 2 Network wide Queuing Penalty: 773 http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | H Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix H: State Route 99 at North and Cedar Concept and Funding 2011 Regional Transportation Plan Council of Fresno County Governments Financial Element Page 6-49EXHIBIT 6-6 CAPACITY INCREASING PROJECT LIST 2010 THROUGH 2035 Agency TIP/RTPCTIPSProject ID Description Estimated Cost Conformity Analysis Year (project open to traffic) Complete ProjectIDType of Improvement Facility Name/Route Project Limits 20112012201420172020202320252035DateKingsburg 1062 2 lanes to 4 lanes 18thMountain View to Stroud $1,875,000.00 X X 2025Kingsburg 924 2 LU to 4 LU 18th Avenue/MendocinoStroud ave. to SR 99 $682,000.00 X X X X X 2015Kingsburg 1066 New 4 lane Expressway Academy Parkway Mountain View to Simpson $4,500,000.00 X X X X 2020City of Fresno 933 2 LU to 4 LD American Orange to Maple $1,200,000.00 X X 2030County of Fresno1075 2 LU to 4 LD American SR 41 to SR 99 $6,500,000.00 X X 2030Clovis 400 20300000555 3 LD to 4 LD Incl MedianLandscaping, some portions already exist as 4LD Ashlan Armstrong to Temperance $1,100,000.00 X X X X X X X X 2010Clovis 305 3 LU to 4 LD AshlanDewolf to Leonard$1,100,000.00 X X X X X 2015Clovis 303 2 LU to 4 LD AshlanLeonard to Highland $5,600,000.00 X X X X X 2015City of Fresno 195 20300000566 2 LD to 4 LD AshlanCornelia to Blythe $650,000.00 X X X X X 2015Clovis 304 2LU to 4LD AshlanHighland to Thompson$2,800,000.00 X X X X 2018City of Fresno 196 2 LU to 4 LD Ashlan Polk to Cornelia $750,000.00 X X X X 2020City of Fresno 940 Unconstructed to 4 LD Ashlan Garfield to Grantland $1,000,000.00 X X X X 2020City of Fresno 106 2LD to 4 LD Ashlan Bryan to Polk $1,350,000.00 X X X X 2020Clovis 306 2LU to 4LD AshlanThompson to McCall $2,800,000.00 X X X X 2020City of Fresno 108 2 L to 4 LD AshlanGrantland to Bryan $650,000.00 X X 2025Caltrans 208 InterchangeImprovementsAshlanGrade separation @ UPRR & SR 99 interchange $7,600,000.00 X2035County of Fresno564 2 LU to 4 LD Auberry Copper to Millerton (W) $51,050,000.00 X X 2030City of Fresno 210 3 LD to 4 LD (add WB Lane) Belmont Clovis to Fowler $1,700,000.00 X X X X X X X 2012City of Fresno 256 3 LU to 4 LD (add WB lane) BelmontFowler to Armstrong$500,000.00 X X X X 2020City of Fresno 255 2 LU & 4LU to 4 LD BelmontBrawley to SR 99 $1,700,000.00 X X 2025City of Fresno 249 2 LU to 4 LD BelmontArmstrong to Temperance $900,000.00 X X 2025 2011 Regional Transportation Plan Council of Fresno County Governments Financial Element Page 6-53incomplete portions Clovis 1088 2 LU to 4 LD Completeincomplete portions Nees Sunnyside to Fowler $2,000,000.00 X X X X 2018Clovis 1089 2 LU to 4 LD completeincomplete portions Nees Fowler to Armstrong$2,500,000.00 X X X X 2018Clovis 345 Unconstructed to 4 LD Nees Locan to Alluvial Alignemnt $3,000,000.00 X X X X 2020City of Fresno 239 2 LU to 4 LU NorthCedar to Chestnut $1,500,000.00 X X X X 2020City of Fresno 994 2 LU to 4 LD NorthWalnut to Hwy 41$2,500,000.00 X X X X 2020City of Fresno 261 2 LU to 4 LD, improve SR 99 interchangeNorth Orange to Cedar $12,500,000.00 X X 2030City of Fresno 192 2 LU to 4 LD PeachKings Canyon to Belmont $10,000,000.00 X X X X X 2015City of Fresno 193 2 LU to 4 LD Peach Jensen to Butler $1,500,000.00 X X X X 2020City of Fresno 131 2 LU to 4 LD PolkGettysburg to Shaw $5,000,000.00 X X X X X 2015City of Fresno 913 Unconstructed to 4 LD Polk Olive to Belmont $1,000,000.00 X X X X X 2015City of Fresno 1001 2 LD to 4 LD PolkOlive to McKinley $500,000.00 X X X X X 2015City of Fresno 161 2 LU to 4 LD PolkShields to Gettysburg $1,500,000.00 X X 2025City of Fresno 220 2 LU to 4 LD PolkMcKinley to Shields $1,000,000.00 X X 2025Reedley 676 20300000417 2 LU to 4 LD ReedI Street to South Ave $5,000,000.00 X X X X X X X 2013County of Fresno556 2 LD to 4 LD ReedReedley City Limit(South ave.) to Goodfellow $6,000,000.00 X X 2030Clovis 392 20300000559 4 LD to 6 LD Shaw Clovis to Temperance $311,000.00 X X X X X X X 2012Clovis 412 4 LU to 6 LD Shaw Carson to Locan $850,000.00 X X X X X X X 2012Clovis 908 2 LU to 6 LD Shaw Locan to Main $1,700,000.00 X X X X X X X 2012Clovis 354 2 LU to 6 LD Shaw Highland to McCall$7,000,000.00 X X X X X 2015Clovis 931 2 LU 6 LD Shaw DeWolf to Highland $7,000,000.00 X X X X X 2015City of Fresno 177 4 LD to 6 LD Shaw SR 99 to Brawley $2,000,000.00 X X 2025City of Fresno 243 2 LU to 6 LD Shaw Veterans Blvd to Golden State $4,000,000.00 X X 2030City of Fresno 265 2 LU to 4 LD Shaw Garfield to Veterans Blvd $1,000,000.00 X X 2030County of Fresno 558 2 LU to 4 LD Shaw McCall to Academy $10,000,000.00 X X 2030Clovis 359 20300000560 2 LU to 3 LD ShepherdWillow to 1/2 Mile east $1,623,000.00 X X X X X X X 2012 Final 2006 Measure “C” Extension Expenditure Plan Council of Fresno County Governments 9 TABLE 2 -- TIER 1 PROJECTS Project Cumulative Identifier Uninflated Costs Inflated Costs A SR 180 East Clovis to Temperance New 4 Lane Freeway within 6 Lane Right of Way $ 33,479,701 63,169,246$ 63,169,246$ B SR 180 West Brawley to Hughes/ West Funding Shortfall $ 6,995,758 13,199,544$ 76,368,790$ C SR 41/SR 168/SR 180 Added Capacity for Safe Connection Between State Routes New Braided Ramps $ 29,981,821 56,569,474$ 132,938,265$ D Willow Avenue Barstow to Copper Complete to 6 Lane Divided//retrofit bike paths $ 13,991,517 26,399,088$ 159,337,353$ E Temperance Avenue Bullard to Shepherd Widen to 4 Lane Divided $ 5,996,364 11,313,895$ 170,651,247$ F Ventura Blvd.SR 41 to SR 99 Widen to 4 Lane Divided 5,000,000$ 9,428,246$ 180,079,493$ G SR 99 Monterey Avenue Bridge improvement/Improved acess to downtown from West Fresno $ 1,000,000 1,885,649$ 181,965,142$ H California Avenue Ventura to West Widen to 4 Lane Divided $ 7,995,152 15,085,193$ 197,050,335$ I Peach Avenue SR 180 to Jensen Avenue Widen to 4 Lane Divided $ 24,984,851 47,141,229$ 244,191,564$ J SR 41 SB Aux. Lane, Tulare to "O"Widen/Aux. Lanes and Improve On & Off Ramps $ 3,000,000 5,656,947$ 249,848,511$ K Herndon Avenue SR 99 to DeWolf Complete to 6 Lane Divided/retrofit bike paths $ 30,000,000 56,569,474$ 306,417,986$ L Shaw Sunnyside - McCall Complete to 6 Lane divided traffic signal upgrades, grade crossing $ 31,580,852 59,586,513$ 366,004,499$ M SR 99 North & Cedar Avenue Interchange Improve Interchange $ 24,984,851 47,141,229$ 413,145,727$ N Veteran's Boulevard Herndon to Grantland Connection and grade separation $ 60,000,000 113,138,949$ 526,284,676$ 526,284,676$ *1 (The Tier 1 projects are in a generalized priority order. The funding order would be determined by Fresno COG during preparation of the biennial Expenditure Plan Update and could be affected by project cost benefit, project readiness, funding availability, etc.) Project DescriptionProject LimitsProject Name MEASURE "C" EXTENSION EXPENDITURE PLAN REGIONAL TRANSPORTATION FUNDING PROGRAM - URBAN TIER 1 URBAN AREA PROJECTS ASSUMING ALLOCATION OF 50% OF REGIONAL TRANSPORTATION FUNDING PROGRAM FUNDS Inflated Costs *1 Urban Tier 1 Total Original project costs were estimated by Local Agencies, and were in 2004 Dollars. A 5% annual inflation was applied through 2017. Tier 1 Projects TABLE 3 -- TIER 1 PROJECTS Project Cumulative Identifier Uninflated Costs Inflated Costs A SR 180 West Yuba Ave. to James Ave.Passing lanes $ 9,993,940 18,856,491$ 18,856,491$ B SR 180 East Temperance to Academy Widen to 4 Lane Divided Expressway $ 14,491,214 27,341,913$ 46,198,404$ C SR 180 East Academy to Trimmer Springs Widen to 2 Lane Expressway on 4 Lane Right of Way $ 38,976,368 73,540,317$ 119,738,721$ D SR 180 East Trimmer Springs to Frankwood Widen to 2 Lane Expressway on 4 Lane Right of Way $ 42,674,126 80,517,218$ 200,255,939$ E Friant Road Copper to Millerton Widen to 4 Lane Divided $ 16,490,002 31,113,211$ 231,369,150$ F Golden State Boulevard American to Tulare County Line Corridor Improvements $ 34,978,792 65,997,720$ 297,366,870$ G SR 269 Bridge located between SR 198 & Huron New Bridge & Channel to Address Seasonal Road Closures Due to Flooding $ 16,989,699 32,056,035$ 329,422,906$ H SR 180 West Extend to Interstate 5 (I-5)As a 2 Lane Undivided $ 39,975,762 75,425,966$ 404,848,871$ I Mountain View Avenue Bethel to Tulare County Line Widen to 4 Lane Divided $ 5,496,667 10,371,070$ 415,219,942$ J Mendocino Avenue Manning to Industrial Park Widen to 4 lane Divided $ 1,998,788 3,771,298$ 418,991,240$ K SR 99 American Avenue Interchange Improvements $ 24,984,851 47,141,229$ 466,132,469$ L I-5 At SR 198 Construct Interchange Improvements $ 7,995,152 15,085,193$ 481,217,662$ 481,217,662$ *1 (The Tier 1 projects are in a generalized priority order. The funding order would be determined by Fresno COG during preparation of the biennial Expenditure Plan Update and could be affected by project cost benefit, project readiness, funding availability, etc.) RURAL AREA PROJECTS ASSUMING ALLOCATION OF 50% OF REGIONAL TRANSPORTATION FUNDING PROGRAM FUNDS Tier 1 Projects Original project costs were estimated by Local Agencies, and were in 2004 Dollars. A 5% annual inflation was applied through 2017. Rural Tier 1 Total MEASURE "C" EXTENSION EXPENDITURE PLAN REGIONAL TRANSPORTATION FUNDING PROGRAM - RURAL TIER 1 Inflated Costs *1Project DescriptionProject LimitsProject Name http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | I Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix I: Cumulative Year 2035 No Project Traffic Conditions 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 48 627 134 728 565 56 31 84 194 47 337 164 Future Volume (veh/h) 48 627 134 728 565 56 31 84 194 47 337 164 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1624 1624 1624 1624 1624 1624 1624 1624 1624 1624 1624 1624 Adj Flow Rate, veh/h 52 682 146 791 614 61 34 91 211 51 366 178 Adj No. of Lanes 121221112121 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 17 17 17 17 17 17 17 17 17 17 17 17 Cap, veh/h 63 908 405 800 1606 716 39 290 430 61 595 265 Arrive On Green 0.04 0.29 0.29 0.27 0.52 0.52 0.03 0.18 0.18 0.04 0.19 0.19 Sat Flow, veh/h 1547 3085 1376 3000 3085 1376 1547 1624 2409 1547 3085 1374 Grp Volume(v), veh/h 52 682 146 791 614 61 34 91 211 51 366 178 Grp Sat Flow(s),veh/h/ln 1547 1543 1376 1500 1543 1376 1547 1624 1204 1547 1543 1374 Q Serve(g_s), s 3.0 17.9 7.5 23.4 10.6 2.0 2.0 4.4 7.0 2.9 9.7 10.7 Cycle Q Clear(g_c), s 3.0 17.9 7.5 23.4 10.6 2.0 2.0 4.4 7.0 2.9 9.7 10.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 63 908 405 800 1606 716 39 290 430 61 595 265 V/C Ratio(X) 0.83 0.75 0.36 0.99 0.38 0.09 0.87 0.31 0.49 0.83 0.62 0.67 Avail Cap(c_a), veh/h 170 1096 489 800 1606 716 118 564 837 66 968 431 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 42.5 28.5 24.8 32.6 12.8 10.7 43.3 31.9 33.0 42.5 33.0 33.4 Incr Delay (d2), s/veh 22.9 2.4 0.5 28.8 0.1 0.1 39.5 0.6 0.9 54.8 1.0 3.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.7 7.9 2.9 12.9 4.6 0.8 1.3 2.0 2.4 2.2 4.2 4.3 LnGrp Delay(d),s/veh 65.4 30.9 25.4 61.3 13.0 10.8 82.8 32.5 33.9 97.4 34.0 36.4 LnGrp LOS E C C E B B F C C F C D Approach Vol, veh/h 880 1466 336 595 Approach Delay, s/veh 32.0 39.0 38.5 40.2 Approach LOS CDDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 7.7 21.9 28.0 31.6 6.5 23.2 7.8 51.7 Change Period (Y+Rc), s * 4.2 6.0 * 4.2 5.3 * 4.2 6.0 * 4.2 5.3 Max Green Setting (Gmax), s * 3.8 31.0 * 24 31.7 * 6.8 28.0 * 9.8 45.7 Max Q Clear Time (g_c+I1), s 4.9 9.0 25.4 19.9 4.0 12.7 5.0 12.6 Green Ext Time (p_c), s 0.0 4.0 0.0 6.1 0.0 3.6 0.0 11.1 Intersection Summary HCM 2010 Ctrl Delay 37.3 HCM 2010 LOS D Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 438 430 121 748 00002650601 Future Volume (veh/h) 0 438 430 121 748 00002650601 Number 7 4 14 3 8 18 1 6 16 Initial Q (Qb), veh 000000 000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1496 1496 1496 1496 0 1496 0 1496 Adj Flow Rate, veh/h 0 476 467 132 813 0 288 0 653 Adj No. of Lanes 021220 202 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 27 27 27 27 0 27 0 27 Cap, veh/h 0 1104 494 281 1644 0 820 0 664 Arrive On Green 0.00 0.39 0.39 0.20 1.00 0.00 0.30 0.00 0.30 Sat Flow, veh/h 0 2917 1272 2764 2917 0 2764 0 2238 Grp Volume(v), veh/h 0 476 467 132 813 0 288 0 653 Grp Sat Flow(s),veh/h/ln 0 1421 1272 1382 1421 0 1382 0 1119 Q Serve(g_s), s 0.0 7.4 21.3 2.5 0.0 0.0 4.9 0.0 17.4 Cycle Q Clear(g_c), s 0.0 7.4 21.3 2.5 0.0 0.0 4.9 0.0 17.4 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 1104 494 281 1644 0 820 0 664 V/C Ratio(X) 0.00 0.43 0.95 0.47 0.49 0.00 0.35 0.00 0.98 Avail Cap(c_a), veh/h 0 1104 494 281 1644 0 820 0 664 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.66 0.66 0.85 0.85 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 13.5 17.7 22.5 0.0 0.0 16.6 0.0 21.0 Incr Delay (d2), s/veh 0.0 0.8 22.0 1.0 0.9 0.0 0.3 0.0 30.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 3.0 10.4 1.0 0.2 0.0 1.9 0.0 8.2 LnGrp Delay(d),s/veh 0.0 14.3 39.7 23.5 0.9 0.0 16.8 0.0 51.6 LnGrp LOS B D C A B D Approach Vol, veh/h 943 945 941 Approach Delay, s/veh 26.9 4.1 41.0 Approach LOS C A D Timer 12345678 Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 11.5 28.6 22.0 40.1 Change Period (Y+Rc), s 5.3 * 5.3 4.2 5.3 Max Green Setting (Gmax), s 5.2 * 23 17.8 32.7 Max Q Clear Time (g_c+I1), s 4.5 23.3 19.4 2.0 Green Ext Time (p_c), s 0.1 0.0 0.0 6.5 Intersection Summary HCM 2010 Ctrl Delay 23.9 HCM 2010 LOS C Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 151 552 0 0 650 108 219 0 69 0 0 0 Future Volume (veh/h) 151 552 0 0 650 108 219 0 69 0 0 0 Number 7 4 14 3 8 18 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 0 0 1439 1439 1439 0 1439 Adj Flow Rate, veh/h 161 587 0 0 691 115 233 0 73 Adj No. of Lanes 220021201 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 32 32 0 0 32 32 32 0 32 Cap, veh/h 818 1966 0 0 882 393 327 0 150 Arrive On Green 0.62 1.00 0.00 0.00 0.32 0.32 0.12 0.00 0.12 Sat Flow, veh/h 2659 2807 0 0 2807 1218 2659 0 1223 Grp Volume(v), veh/h 161 587 0 0 691 115 233 0 73 Grp Sat Flow(s),veh/h/ln 1330 1367 0 0 1367 1218 1330 0 1223 Q Serve(g_s), s 1.6 0.0 0.0 0.0 13.7 4.2 5.1 0.0 3.3 Cycle Q Clear(g_c), s 1.6 0.0 0.0 0.0 13.7 4.2 5.1 0.0 3.3 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 818 1966 0 0 882 393 327 0 150 V/C Ratio(X) 0.20 0.30 0.00 0.00 0.78 0.29 0.71 0.00 0.49 Avail Cap(c_a), veh/h 818 1966 0 0 1217 542 479 0 220 HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.90 0.90 0.00 0.00 0.73 0.73 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.3 0.0 0.0 0.0 18.4 15.2 25.3 0.0 24.5 Incr Delay (d2), s/veh 0.1 0.4 0.0 0.0 5.1 1.4 2.9 0.0 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 0.1 0.0 0.0 5.8 1.6 2.0 0.0 1.2 LnGrp Delay(d),s/veh 8.4 0.4 0.0 0.0 23.5 16.6 28.2 0.0 27.0 LnGrp LOS A A C B C C Approach Vol, veh/h 748 806 306 Approach Delay, s/veh 2.1 22.5 27.9 Approach LOS A C C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 11.6 48.4 23.8 24.7 Change Period (Y+Rc), s * 4.2 5.3 5.3 * 5.3 Max Green Setting (Gmax), s * 11 39.7 8.8 * 27 Max Q Clear Time (g_c+I1), s 7.1 2.0 3.6 15.7 Green Ext Time (p_c), s 0.4 4.8 2.0 3.6 Intersection Summary HCM 2010 Ctrl Delay 15.2 HCM 2010 LOS B Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 89 455 77 71 650 68 79 39 80 9 35 29 Future Volume (veh/h) 89 455 77 71 650 68 79 39 80 9 35 29 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1439 1439 1439 1439 1439 1439 1439 1439 1439 1439 Adj Flow Rate, veh/h 97 495 84 77 707 74 86 42 87 10 38 32 Adj No. of Lanes 121121111111 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 32 32 32 32 32 32 32 32 32 32 32 32 Cap, veh/h 113 1116 497 87 1065 474 99 245 208 18 160 135 Arrive On Green 0.08 0.41 0.41 0.06 0.39 0.39 0.07 0.17 0.17 0.01 0.11 0.11 Sat Flow, veh/h 1371 2735 1219 1371 2735 1219 1371 1439 1217 1371 1439 1214 Grp Volume(v), veh/h 97 495 84 77 707 74 86 42 87 10 38 32 Grp Sat Flow(s),veh/h/ln 1371 1367 1219 1371 1367 1219 1371 1439 1217 1371 1439 1214 Q Serve(g_s), s 3.8 7.1 2.4 3.0 11.5 2.1 3.3 1.3 3.4 0.4 1.3 1.3 Cycle Q Clear(g_c), s 3.8 7.1 2.4 3.0 11.5 2.1 3.3 1.3 3.4 0.4 1.3 1.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 113 1116 497 87 1065 474 99 245 208 18 160 135 V/C Ratio(X) 0.86 0.44 0.17 0.88 0.66 0.16 0.87 0.17 0.42 0.57 0.24 0.24 Avail Cap(c_a), veh/h 198 1552 692 173 1501 669 178 907 767 127 854 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.4 11.5 10.2 25.0 13.6 10.7 24.8 19.1 20.0 26.5 21.9 21.9 Incr Delay (d2), s/veh 16.5 0.3 0.2 22.9 0.7 0.2 19.6 0.3 1.3 25.3 0.8 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 2.7 0.8 1.7 4.4 0.7 1.8 0.6 1.2 0.3 0.6 0.5 LnGrp Delay(d),s/veh 41.0 11.8 10.3 48.0 14.3 10.9 44.4 19.4 21.3 51.8 22.6 22.8 LnGrp LOS D B B D B B D B CDCC Approach Vol, veh/h 676 858 215 80 Approach Delay, s/veh 15.8 17.0 30.2 26.3 Approach LOS B B C C Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 4.9 14.1 7.6 27.3 8.1 10.9 8.6 26.3 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 34.0 * 6.8 30.6 * 7 32.0 * 7.8 29.6 Max Q Clear Time (g_c+I1), s 2.4 5.4 5.0 9.1 5.3 3.3 5.8 13.5 Green Ext Time (p_c), s 0.0 0.7 0.0 8.7 0.0 0.7 0.0 7.5 Intersection Summary HCM 2010 Ctrl Delay 18.5 HCM 2010 LOS B Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 219 300 162 66 204 52 199 368 44 96 413 180 Future Volume (veh/h) 219 300 162 66 204 52 199 368 44 96 413 180 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 238 326 176 72 222 57 216 400 48 104 449 196 Adj No. of Lanes 010010120120 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 260 309 164 156 453 110 210 711 85 104 393 170 Arrive On Green 0.56 0.56 0.56 0.56 0.56 0.56 0.13 0.24 0.24 0.06 0.17 0.17 Sat Flow, veh/h 386 550 292 207 807 197 1675 3008 359 1675 2273 984 Grp Volume(v), veh/h 740 0 0 351 0 0 216 221 227 104 329 316 Grp Sat Flow(s),veh/h/ln 1229 0 0 1211 0 0 1675 1671 1696 1675 1671 1586 Q Serve(g_s), s 45.0 0.0 0.0 0.0 0.0 0.0 13.8 12.8 13.0 6.8 19.0 19.0 Cycle Q Clear(g_c), s 61.7 0.0 0.0 16.7 0.0 0.0 13.8 12.8 13.0 6.8 19.0 19.0 Prop In Lane 0.32 0.24 0.21 0.16 1.00 0.21 1.00 0.62 Lane Grp Cap(c), veh/h 732 0 0 719 0 0 210 395 401 104 289 274 V/C Ratio(X) 1.01 0.00 0.00 0.49 0.00 0.00 1.03 0.56 0.57 1.00 1.14 1.15 Avail Cap(c_a), veh/h 732 0 0 719 0 0 210 400 405 104 289 274 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 27.2 0.0 0.0 13.9 0.0 0.0 48.1 37.0 37.0 51.6 45.5 45.5 Incr Delay (d2), s/veh 35.8 0.0 0.0 0.5 0.0 0.0 69.4 1.7 1.8 89.5 96.3 102.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 29.5 0.0 0.0 6.3 0.0 0.0 10.4 6.1 6.2 5.7 16.5 16.1 LnGrp Delay(d),s/veh 63.0 0.0 0.0 14.4 0.0 0.0 117.7 38.7 38.8 141.1 141.8 147.8 LnGrp LOS F B F D D F F F Approach Vol, veh/h 740 351 664 749 Approach Delay, s/veh 63.0 14.4 64.4 144.2 Approach LOS E B E F Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.0 32.0 67.0 18.0 25.0 67.0 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 6.8 * 26 61.7 * 14 19.0 61.7 Max Q Clear Time (g_c+I1), s 8.8 15.0 63.7 15.8 21.0 18.7 Green Ext Time (p_c), s 0.0 4.5 0.0 0.0 0.0 9.8 Intersection Summary HCM 2010 Ctrl Delay 80.9 HCM 2010 LOS F Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Intersection Int Delay, s/veh 5.4 Movement NBL NBT SBT SBR SEL SER Lane Configurations Traffic Vol, veh/h 16 147 159 24 51 199 Future Vol, veh/h 16 147 159 24 51 199 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - Free - Stop Storage Length - - - 50 0 65 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 50 50 50 50 50 50 Mvmt Flow 17 160 173 26 55 216 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 173 0 - 0 368 173 Stage 1 - - - - 173 - Stage 2 - - - - 195 - Critical Hdwy 4.6 - - - 6.9 6.7 Critical Hdwy Stg 1 - - - - 5.9 - Critical Hdwy Stg 2 - - - - 5.9 - Follow-up Hdwy 2.65 - - - 3.95 3.75 Pot Cap-1 Maneuver 1160 - - 0 547 760 Stage 1 - - - 0 754 - Stage 2 - - - 0 735 - Platoon blocked, % - - Mov Cap-1 Maneuver 1160 - - - 538 760 Mov Cap-2 Maneuver - - - - 538 - Stage 1 - - - - 754 - Stage 2 - - - - 723 - Approach NB SB SE HCM Control Delay, s 0.8 0 11.8 HCM LOS B Minor Lane/Major Mvmt NBL NBTSELn1SELn2 SBT Capacity (veh/h) 1160 - 538 760 - HCM Lane V/C Ratio 0.015 - 0.103 0.285 - HCM Control Delay (s) 8.2 0 12.5 11.6 - HCM Lane LOS AABB - HCM 95th %tile Q(veh) 0 - 0.3 1.2 - 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 145 712 104 241 733 28 144 374 778 73 110 125 Future Volume (veh/h) 145 712 104 241 733 28 144 374 778 73 110 125 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1638 1638 1638 1638 1638 1638 1638 1638 1638 1638 1638 1638 Adj Flow Rate, veh/h 158 774 113 262 797 30 157 407 846 79 120 136 Adj No. of Lanes 121221112121 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 16 16 16 16 16 16 16 16 16 16 16 16 Cap, veh/h 181 896 400 535 1113 496 389 491 731 97 350 155 Arrive On Green 0.12 0.29 0.29 0.35 0.72 0.72 0.42 0.50 0.50 0.06 0.11 0.11 Sat Flow, veh/h 1560 3112 1388 3026 3112 1386 1560 1638 2438 1560 3112 1381 Grp Volume(v), veh/h 158 774 113 262 797 30 157 407 846 79 120 136 Grp Sat Flow(s),veh/h/ln 1560 1556 1388 1513 1556 1386 1560 1638 1219 1560 1556 1381 Q Serve(g_s), s 12.0 28.3 7.6 8.1 17.9 0.6 8.5 25.4 36.0 6.0 4.3 9.0 Cycle Q Clear(g_c), s 12.0 28.3 7.6 8.1 17.9 0.6 8.5 25.4 36.0 6.0 4.3 9.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 181 896 400 535 1113 496 389 491 731 97 350 155 V/C Ratio(X) 0.87 0.86 0.28 0.49 0.72 0.06 0.40 0.83 1.16 0.82 0.34 0.87 Avail Cap(c_a), veh/h 205 1107 494 535 1113 496 389 491 731 114 752 334 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.67 1.67 1.67 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.1 40.5 33.1 34.6 13.5 6.8 28.7 27.3 29.9 55.6 49.2 31.3 Incr Delay (d2), s/veh 28.7 10.8 1.8 0.6 3.6 0.2 0.7 11.3 85.5 31.0 0.6 14.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.6 13.5 3.1 3.4 7.9 0.3 3.7 12.8 20.5 3.4 1.9 4.0 LnGrp Delay(d),s/veh 80.8 51.3 34.9 35.2 17.1 7.0 29.4 38.6 115.4 86.6 49.7 45.4 LnGrp LOS F D C D B A C D F F D D Approach Vol, veh/h 1045 1089 1410 335 Approach Delay, s/veh 54.0 21.2 83.7 56.6 Approach LOS D C F E Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 11.6 42.0 26.5 39.8 34.1 19.5 18.1 48.2 Change Period (Y+Rc), s 4.2 * 6 5.3 * 5.3 4.2 * 6 * 4.2 5.3 Max Green Setting (Gmax), s 8.8 * 36 12.8 * 43 15.8 * 29 * 16 39.7 Max Q Clear Time (g_c+I1), s 8.0 38.0 10.1 30.3 10.5 11.0 14.0 19.9 Green Ext Time (p_c), s 0.0 0.0 1.5 4.3 0.3 1.0 0.1 6.1 Intersection Summary HCM 2010 Ctrl Delay 55.8 HCM 2010 LOS E Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1126 437 153 783 00001290219 Future Volume (veh/h) 0 1126 437 153 783 00001290219 Number 7 4 14 3 8 18 1 6 16 Initial Q (Qb), veh 0 00000 000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1557 1557 1557 1557 0 1557 0 1557 Adj Flow Rate, veh/h 0 1198 465 163 833 0 137 0 233 Adj No. of Lanes 0 21220 202 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 22 22 22 22 0 22 0 22 Cap, veh/h 0 1417 634 463 2155 0 326 0 264 Arrive On Green 0.00 0.64 0.64 0.32 1.00 0.00 0.11 0.00 0.11 Sat Flow, veh/h 0 3037 1324 2877 3037 0 2877 0 2330 Grp Volume(v), veh/h 0 1198 465 163 833 0 137 0 233 Grp Sat Flow(s),veh/h/ln 0 1480 1324 1439 1480 0 1439 0 1165 Q Serve(g_s), s 0.0 19.1 14.4 2.6 0.0 0.0 2.7 0.0 5.9 Cycle Q Clear(g_c), s 0.0 19.1 14.4 2.6 0.0 0.0 2.7 0.0 5.9 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 1417 634 463 2155 0 326 0 264 V/C Ratio(X) 0.00 0.85 0.73 0.35 0.39 0.00 0.42 0.00 0.88 Avail Cap(c_a), veh/h 0 1662 744 463 2155 0 326 0 264 HCM Platoon Ratio 1.00 1.33 1.33 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.57 0.57 0.69 0.69 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 9.1 8.3 17.9 0.0 0.0 24.8 0.0 26.2 Incr Delay (d2), s/veh 0.0 3.8 4.3 0.3 0.4 0.0 0.9 0.0 27.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.0 8.3 5.8 1.0 0.1 0.0 1.1 0.0 2.9 LnGrp Delay(d),s/veh 0.0 12.9 12.6 18.3 0.4 0.0 25.6 0.0 53.7 LnGrp LOS BBBA C D Approach Vol, veh/h 1663 996 370 Approach Delay, s/veh 12.8 3.3 43.3 Approach LOS B A D Timer 1 2345678 Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 15.0 34.0 11.0 49.0 Change Period (Y+Rc), s 5.3 * 5.3 4.2 5.3 Max Green Setting (Gmax), s 5.8 * 34 6.8 43.7 Max Q Clear Time (g_c+I1), s 4.6 21.1 7.9 2.0 Green Ext Time (p_c), s 0.7 7.6 0.0 7.1 Intersection Summary HCM 2010 Ctrl Delay 13.4 HCM 2010 LOS B Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 638 617 0 0 649 403 287 0 104 0 0 0 Future Volume (veh/h) 638 617 0 0 649 403 287 0 104 0 0 0 Number 7 4 14 3 8 18 5 2 12 Initial Q (Qb), veh 0 00000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 0 0 1652 1652 1652 0 1652 Adj Flow Rate, veh/h 693 671 0 0 705 438 312 0 113 Adj No. of Lanes 2 20021201 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 15 15 0 0 15 15 15 0 15 Cap, veh/h 887 2220 0 0 1031 459 410 0 189 Arrive On Green 0.49 1.00 0.00 0.00 0.11 0.11 0.13 0.00 0.13 Sat Flow, veh/h 3053 3222 0 0 3222 1398 3053 0 1404 Grp Volume(v), veh/h 693 671 0 0 705 438 312 0 113 Grp Sat Flow(s),veh/h/ln1526 1570 0 0 1570 1398 1526 0 1404 Q Serve(g_s), s 11.3 0.0 0.0 0.0 13.0 18.7 5.9 0.0 4.5 Cycle Q Clear(g_c), s 11.3 0.0 0.0 0.0 13.0 18.7 5.9 0.0 4.5 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 887 2220 0 0 1031 459 410 0 189 V/C Ratio(X) 0.78 0.30 0.00 0.00 0.68 0.95 0.76 0.00 0.60 Avail Cap(c_a), veh/h 906 2220 0 0 1031 459 448 0 206 HCM Platoon Ratio 1.67 1.67 1.00 1.00 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 0.61 0.61 0.00 0.00 0.78 0.78 1.00 0.00 1.00 Uniform Delay (d), s/veh13.9 0.0 0.0 0.0 23.8 26.3 25.0 0.0 24.4 Incr Delay (d2), s/veh 2.7 0.2 0.0 0.0 2.9 27.5 6.9 0.0 4.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.0 0.1 0.0 0.0 6.1 10.7 2.9 0.0 2.0 LnGrp Delay(d),s/veh 16.6 0.2 0.0 0.0 26.7 53.8 31.9 0.0 28.5 LnGrp LOS B A C D C C Approach Vol, veh/h 1364 1143 425 Approach Delay, s/veh 8.5 37.1 31.0 Approach LOS A D C Timer 1 2345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 12.3 47.7 22.7 25.0 Change Period (Y+Rc), s * 4.2 5.3 5.3 * 5.3 Max Green Setting (Gmax), s * 8.8 41.7 17.8 * 20 Max Q Clear Time (g_c+I1), s 7.9 2.0 13.3 20.7 Green Ext Time (p_c), s 0.2 8.3 2.7 0.0 Intersection Summary HCM 2010 Ctrl Delay 22.9 HCM 2010 LOS C Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 675 11 95 805 18 203 66 136 13 17 44 Future Volume (veh/h) 35 675 11 95 805 18 203 66 136 13 17 44 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1557 1557 1557 1557 1557 1557 1557 1557 1557 1557 1557 1557 Adj Flow Rate, veh/h 38 734 12 103 875 20 221 72 148 14 18 48 Adj No. of Lanes 1 21121111111 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 22 22 22 22 22 22 22 22 22 22 22 22 Cap, veh/h 397 1526 681 123 951 424 247 360 305 23 115 97 Arrive On Green 0.36 0.69 0.69 0.08 0.32 0.32 0.17 0.23 0.23 0.02 0.07 0.07 Sat Flow, veh/h 1483 2959 1320 1483 2959 1318 1483 1557 1319 1483 1557 1308 Grp Volume(v), veh/h 38 734 12 103 875 20 221 72 148 14 18 48 Grp Sat Flow(s),veh/h/ln1483 1480 1320 1483 1480 1318 1483 1557 1319 1483 1557 1308 Q Serve(g_s), s 2.0 14.0 0.2 8.2 34.2 1.1 17.5 4.5 11.7 1.1 1.3 4.2 Cycle Q Clear(g_c), s 2.0 14.0 0.2 8.2 34.2 1.1 17.5 4.5 11.7 1.1 1.3 4.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 397 1526 681 123 951 424 247 360 305 23 115 97 V/C Ratio(X) 0.10 0.48 0.02 0.84 0.92 0.05 0.89 0.20 0.49 0.61 0.16 0.50 Avail Cap(c_a), veh/h 397 1526 681 147 1013 451 282 646 547 62 415 349 HCM Platoon Ratio 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.96 0.96 0.96 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh29.0 11.3 2.1 54.3 39.2 20.8 49.0 37.2 40.0 58.7 52.0 53.4 Incr Delay (d2), s/veh 0.1 1.0 0.0 29.1 15.2 0.2 26.2 0.3 1.2 23.1 0.6 3.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.8 5.8 0.1 4.4 16.0 0.4 9.0 1.9 4.3 0.6 0.6 1.6 LnGrp Delay(d),s/veh 29.1 12.4 2.2 83.4 54.4 21.0 75.1 37.5 41.2 81.8 52.7 57.3 LnGrp LOS C B A F D C E D D F D E Approach Vol, veh/h 784 998 441 80 Approach Delay, s/veh 13.0 56.8 57.6 60.5 Approach LOS BEEE Timer 1 2345678 Assigned Phs 1 2345678 Phs Duration (G+Y+Rc), s6.1 32.6 14.1 67.2 24.9 13.8 37.4 43.9 Change Period (Y+Rc), s* 4.2 4.9 * 4.2 5.3 4.9 * 4.9 5.3 * 5.3 Max Green Setting (Gmax), s* 5 49.8 * 12 34.7 22.8 * 32 5.5 * 41 Max Q Clear Time (g_c+I1), s3.1 13.7 10.2 16.0 19.5 6.2 4.0 36.2 Green Ext Time (p_c), s 0.0 1.5 0.0 4.7 0.5 0.2 0.7 2.4 Intersection Summary HCM 2010 Ctrl Delay 42.2 HCM 2010 LOS D Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 163 250 300 52 301 87 288 601 51 42 480 205 Future Volume (veh/h) 163 250 300 52 301 87 288 601 51 42 480 205 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 00000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 170 260 312 54 314 91 300 626 53 44 500 214 Adj No. of Lanes 0 10010120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 168 221 256 91 491 136 249 958 81 55 438 187 Arrive On Green 0.53 0.53 0.53 0.53 0.53 0.53 0.15 0.31 0.31 0.03 0.19 0.19 Sat Flow, veh/h 246 417 481 108 925 256 1675 3120 264 1675 2286 973 Grp Volume(v), veh/h 742 0 0 459 0 0 300 335 344 44 365 349 Grp Sat Flow(s),veh/h/ln1145 0 0 1289 0 0 1675 1671 1713 1675 1671 1588 Q Serve(g_s), s 36.6 0.0 0.0 0.0 0.0 0.0 17.8 20.8 20.9 3.1 23.0 23.0 Cycle Q Clear(g_c), s 63.7 0.0 0.0 27.1 0.0 0.0 17.8 20.8 20.9 3.1 23.0 23.0 Prop In Lane 0.23 0.42 0.12 0.20 1.00 0.15 1.00 0.61 Lane Grp Cap(c), veh/h 645 0 0 718 0 0 249 513 526 55 320 304 V/C Ratio(X) 1.15 0.00 0.00 0.64 0.00 0.00 1.21 0.65 0.65 0.80 1.14 1.15 Avail Cap(c_a), veh/h 645 0 0 718 0 0 249 513 526 67 320 304 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh31.8 0.0 0.0 18.9 0.0 0.0 51.1 36.0 36.0 57.6 48.5 48.5 Incr Delay (d2), s/veh 85.1 0.0 0.0 1.9 0.0 0.0 124.7 2.9 2.9 41.1 93.5 97.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln36.5 0.0 0.0 10.8 0.0 0.0 16.8 10.0 10.3 2.1 18.9 18.3 LnGrp Delay(d),s/veh 116.9 0.0 0.0 20.8 0.0 0.0 175.8 39.0 39.0 98.7 142.0 146.0 LnGrp LOS F C F D D F F F Approach Vol, veh/h 742 459 979 758 Approach Delay, s/veh 116.9 20.8 80.9 141.3 Approach LOS F C F F Timer 1 2345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s8.1 42.9 69.0 22.0 29.0 69.0 Change Period (Y+Rc), s* 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s* 4.8 * 36 63.7 * 18 23.0 63.7 Max Q Clear Time (g_c+I1), s5.1 22.9 65.7 19.8 25.0 29.1 Green Ext Time (p_c), s 0.0 6.3 0.0 0.0 0.0 10.8 Intersection Summary HCM 2010 Ctrl Delay 96.2 HCM 2010 LOS F Notes 12/19/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 11 Intersection Int Delay, s/veh 2.2 Movement NBL NBT SBT SBR SEL SER Lane Configurations Traffic Vol, veh/h 19 380 107 16 25 95 Future Vol, veh/h 19 380 107 16 25 95 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - Free - Stop Storage Length - - - 50 0 65 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, % 22 22 22 22 22 22 Mvmt Flow 20 404 114 17 27 101 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 114 0 - 0 559 114 Stage 1 - - - - 114 - Stage 2 - - - - 445 - Critical Hdwy 4.32 - - - 6.62 6.42 Critical Hdwy Stg 1 - - - - 5.62 - Critical Hdwy Stg 2 - - - - 5.62 - Follow-up Hdwy 2.398 - - - 3.698 3.498 Pot Cap-1 Maneuver 1360 - - 0 458 887 Stage 1 - - - 0 863 - Stage 2 - - - 0 606 - Platoon blocked, % - - Mov Cap-1 Maneuver 1360 - - - 449 887 Mov Cap-2 Maneuver - - - - 449 - Stage 1 - - - - 863 - Stage 2 - - - - 594 - Approach NB SB SE HCM Control Delay, s 0.4 0 10.4 HCM LOS B Minor Lane/Major Mvmt NBL NBTSELn1SELn2 SBT Capacity (veh/h) 1360 - 449 887 - HCM Lane V/C Ratio 0.015 - 0.059 0.114 - HCM Control Delay (s) 7.7 0 13.5 9.6 - HCM Lane LOS AABA - HCM 95th %tile Q(veh) 0 - 0.2 0.4 - 12/20/2017 Mitigated Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 219 300 162 66 204 52 199 368 44 96 413 180 Future Volume (veh/h) 219 300 162 66 204 52 199 368 44 96 413 180 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 1652 1652 1652 1652 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 238 326 176 72 222 57 216 400 48 104 449 196 Adj No. of Lanes 111111120120 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 256 515 437 89 340 288 208 915 109 130 585 253 Arrive On Green 0.16 0.31 0.31 0.06 0.21 0.21 0.12 0.30 0.30 0.08 0.26 0.26 Sat Flow, veh/h 1573 1652 1402 1573 1652 1400 1675 3008 359 1675 2273 984 Grp Volume(v), veh/h 238 326 176 72 222 57 216 221 227 104 329 316 Grp Sat Flow(s),veh/h/ln 1573 1652 1402 1573 1652 1400 1675 1671 1696 1675 1671 1586 Q Serve(g_s), s 11.8 13.3 7.8 3.6 9.7 2.7 9.8 8.4 8.5 4.8 14.3 14.6 Cycle Q Clear(g_c), s 11.8 13.3 7.8 3.6 9.7 2.7 9.8 8.4 8.5 4.8 14.3 14.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.21 1.00 0.62 Lane Grp Cap(c), veh/h 256 515 437 89 340 288 208 508 516 130 430 408 V/C Ratio(X) 0.93 0.63 0.40 0.81 0.65 0.20 1.04 0.44 0.44 0.80 0.76 0.77 Avail Cap(c_a), veh/h 256 730 619 214 686 581 208 579 588 166 530 503 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.6 23.3 21.4 36.8 28.7 25.9 34.5 22.0 22.0 35.7 27.0 27.1 Incr Delay (d2), s/veh 38.1 1.3 0.6 15.7 2.1 0.3 72.2 0.6 0.6 18.8 5.3 5.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.8 6.3 3.1 1.9 4.6 1.0 8.6 4.0 4.1 2.9 7.2 7.0 LnGrp Delay(d),s/veh 70.6 24.6 22.0 52.5 30.9 26.2 106.8 22.6 22.6 54.5 32.3 33.0 LnGrp LOS E CCDCCFCCDCC Approach Vol, veh/h 740 351 664 749 Approach Delay, s/veh 38.8 34.5 50.0 35.7 Approach LOS DCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 10.3 30.0 8.7 29.8 14.0 26.3 17.0 21.5 Change Period (Y+Rc), s * 4.2 * 6 * 4.2 5.3 * 4.2 6.0 * 4.2 5.3 Max Green Setting (Gmax), s * 7.8 * 27 * 11 34.8 * 9.8 25.0 * 13 32.7 Max Q Clear Time (g_c+I1), s 6.8 10.5 5.6 15.3 11.8 16.6 13.8 11.7 Green Ext Time (p_c), s 0.0 5.5 0.1 3.7 0.0 3.7 0.0 3.7 Intersection Summary HCM 2010 Ctrl Delay 40.2 HCM 2010 LOS D Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 163 250 300 52 301 87 288 601 51 42 480 205 Future Volume (veh/h) 163 250 300 52 301 87 288 601 51 42 480 205 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 1652 1652 1652 1652 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 170 260 312 54 314 91 300 626 53 44 500 214 Adj No. of Lanes 111111120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 160 517 438 66 418 354 268 1201 102 54 589 251 Arrive On Green 0.10 0.31 0.31 0.04 0.25 0.25 0.16 0.39 0.39 0.03 0.26 0.26 Sat Flow, veh/h 1573 1652 1402 1573 1652 1401 1675 3120 264 1675 2286 973 Grp Volume(v), veh/h 170 260 312 54 314 91 300 335 344 44 365 349 Grp Sat Flow(s),veh/h/ln 1573 1652 1402 1573 1652 1401 1675 1671 1713 1675 1671 1588 Q Serve(g_s), s 8.8 11.1 17.0 2.9 15.1 4.5 13.8 13.3 13.4 2.3 17.9 18.1 Cycle Q Clear(g_c), s 8.8 11.1 17.0 2.9 15.1 4.5 13.8 13.3 13.4 2.3 17.9 18.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.15 1.00 0.61 Lane Grp Cap(c), veh/h 160 517 438 66 418 354 268 644 659 54 430 409 V/C Ratio(X) 1.06 0.50 0.71 0.82 0.75 0.26 1.12 0.52 0.52 0.82 0.85 0.85 Avail Cap(c_a), veh/h 160 671 570 117 625 530 268 644 659 132 484 459 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.8 24.2 26.2 41.0 29.8 25.8 36.3 20.4 20.4 41.5 30.5 30.5 Incr Delay (d2), s/veh 88.1 0.8 2.9 20.9 2.8 0.4 91.4 0.8 0.7 24.6 12.2 13.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.7 5.2 6.9 1.7 7.2 1.8 13.1 6.3 6.4 1.4 9.7 9.5 LnGrp Delay(d),s/veh 126.9 25.0 29.1 61.9 32.6 26.2 127.7 21.2 21.2 66.1 42.6 43.9 LnGrp LOS F C C E C C F C C E D D Approach Vol, veh/h 742 459 979 758 Approach Delay, s/veh 50.1 34.7 53.8 44.6 Approach LOS DCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 7.0 39.3 7.8 32.3 18.0 28.2 13.0 27.1 Change Period (Y+Rc), s * 4.2 * 6 * 4.2 5.3 * 4.2 6.0 * 4.2 5.3 Max Green Setting (Gmax), s * 6.8 * 32 * 6.4 35.1 * 14 25.0 * 8.8 32.7 Max Q Clear Time (g_c+I1), s 4.3 15.4 4.9 19.0 15.8 20.1 10.8 17.1 Green Ext Time (p_c), s 0.0 7.2 0.0 4.2 0.0 2.2 0.0 4.1 Intersection Summary HCM 2010 Ctrl Delay 47.5 HCM 2010 LOS D Notes 12/20/2017 2035 No Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB EB WB WB WB WB WB NB NB NB Directions Served L T T R L L T T R L T R Maximum Queue (ft) 131 216 262 162 335 419 749 162 53 110 172 132 Average Queue (ft) 34 129 180 47 228 259 159 92 10 28 52 49 95th Queue (ft) 79 209 272 104 352 402 453 164 35 69 113 101 Link Distance (ft) 2611 2611 774 774 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 100 150 250 Storage Blk Time (%) 1 6 11 7 1 Queuing Penalty (veh) 2 17 31 4 2 Movement NB SB SB SB SB Directions Served R L T T R Maximum Queue (ft) 82 129 156 182 146 Average Queue (ft) 37 37 87 84 52 95th Queue (ft) 67 84 136 154 105 Link Distance (ft) 208 208 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 100 150 Storage Blk Time (%)5311 Queuing Penalty (veh)8221 Movement EB EB EB WB WB WB WB SB SB SB SB Directions Served T T R L L T T L L R R Maximum Queue (ft) 319 138 285 113 112 207 184 105 210 268 273 Average Queue (ft) 141 79 120 16 68 96 75 42 79 184 107 95th Queue (ft) 240 141 232 62 104 177 138 86 143 258 218 Link Distance (ft) 774 774 771 771 1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 300 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 12/20/2017 2035 No Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB EB EB WB WB WB NB NB NB Directions Served L L TTTTRLLR Maximum Queue (ft) 136 142 129 137 248 232 114 140 198 94 Average Queue (ft) 47 87 47 53 143 112 37 58 77 42 95th Queue (ft) 106 139 102 119 247 217 88 113 153 84 Link Distance (ft) 771 771 850 850 998 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T R L Maximum Queue (ft) 172 158 154 54 126 173 140 80 170 125 52 45 Average Queue (ft) 71 62 55 22 48 100 65 19 57 24 20 8 95th Queue (ft) 133 128 125 54 102 155 134 51 120 69 43 30 Link Distance (ft) 850 850 2586 2586 1732 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 250 250 250 Storage Blk Time (%) Queuing Penalty (veh) Movement SB SB Directions Served T R Maximum Queue (ft) 109 60 Average Queue (ft) 32 17 95th Queue (ft) 77 46 Link Distance (ft) 1294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) 12/20/2017 2035 No Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB EB EB WB WB WB NB NB NB SB SB SB Directions Served L T R L T R L T TR L T TR Maximum Queue (ft) 302 292 96 171 246 97 364 426 186 174 180 232 Average Queue (ft) 158 129 46 57 112 29 143 100 108 62 90 124 95th Queue (ft) 247 241 76 122 194 71 276 226 174 125 156 192 Link Distance (ft) 2528 4573 5286 5286 5279 5279 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 245 150 Storage Blk Time (%) 0 0 0 6 1 0 Queuing Penalty (veh) 2 1 0 11 1 0 Movement NB SE SE Directions Served LT L R Maximum Queue (ft) 72 185 139 Average Queue (ft) 14 34 56 95th Queue (ft) 52 92 123 Link Distance (ft) 3472 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 65 Storage Blk Time (%) 0 6 Queuing Penalty (veh) 1 3 Zone wide Queuing Penalty: 89 12/20/2017 2035 No Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB EB WB WB WB WB WB NB NB NB Directions Served L T T R L L T T R L T R Maximum Queue (ft) 349 373 489 370 186 210 365 352 220 250 319 334 Average Queue (ft) 149 210 220 41 68 94 163 164 15 115 250 257 95th Queue (ft) 269 331 363 148 140 164 295 311 82 231 353 350 Link Distance (ft) 2611 2611 774 774 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 100 150 250 Storage Blk Time (%) 2 5 7 4 25 1 27 8 Queuing Penalty (veh) 6 8 7 11 7 15 245 43 Movement NB SB SB SB SB Directions Served R L T T R Maximum Queue (ft) 310 152 204 169 91 Average Queue (ft) 176 68 51 31 38 95th Queue (ft) 311 125 115 94 76 Link Distance (ft) 208 208 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 250 100 150 Storage Blk Time (%)1920 Queuing Penalty (veh)4520 Movement EB EB EB WB WB WB WB SB SB SB SB Directions Served T T R L L T T L L R R Maximum Queue (ft) 340 287 181 85 147 177 290 85 119 142 79 Average Queue (ft) 188 120 100 27 77 42 28 18 58 72 22 95th Queue (ft) 300 229 168 61 129 107 120 51 103 117 59 Link Distance (ft) 774 774 771 771 1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 300 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 12/20/2017 2035 No Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB EB EB WB WB WB NB NB NB Directions Served L L TTTTRLLR Maximum Queue (ft) 167 222 145 129 265 228 166 189 216 110 Average Queue (ft) 81 116 35 41 147 118 99 57 96 43 95th Queue (ft) 142 191 82 90 241 201 157 136 179 86 Link Distance (ft) 771 771 850 850 998 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T R L Maximum Queue (ft) 130 315 272 59 186 265 302 54 274 127 184 84 Average Queue (ft) 40 146 110 6 97 115 150 8 172 55 50 18 95th Queue (ft) 101 255 211 26 162 202 248 33 258 110 124 56 Link Distance (ft) 850 850 2586 2586 1732 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 250 250 250 Storage Blk Time (%) 1 0 1 1 2 Queuing Penalty (veh) 0 0 1 0 4 Movement SB SB Directions Served T R Maximum Queue (ft) 64 64 Average Queue (ft) 19 23 95th Queue (ft) 52 53 Link Distance (ft) 1294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) 12/20/2017 2035 No Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB EB EB WB WB WB NB NB NB SB SB SB Directions Served L T R L T R L T TR L T TR Maximum Queue (ft) 370 1189 270 176 291 94 365 805 682 68 267 362 Average Queue (ft) 228 255 94 54 174 43 348 478 207 27 153 189 95th Queue (ft) 393 607 193 116 277 85 430 811 474 57 243 299 Link Distance (ft) 2528 4573 5286 5286 5279 5279 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 250 250 245 150 Storage Blk Time (%) 26 6 1 2 81 0 12 Queuing Penalty (veh) 142 28 5 3 244 0 5 Movement SE SE Directions Served L R Maximum Queue (ft) 33 49 Average Queue (ft) 6 13 95th Queue (ft) 20 37 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 65 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Zone wide Queuing Penalty: 785 http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | J Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix J: Cumulative Year 2035 plus Project Traffic Conditions 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 86 627 134 54 737 591 57 31 90 194 225 339 Future Volume (vph) 86 627 134 54 737 591 57 31 90 194 225 339 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 1.00 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.97 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1543 3085 1360 3018 3085 1345 1543 1624 2369 1543 3085 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1543 3085 1360 3018 3085 1345 1543 1624 2369 1543 3085 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 93 682 146 59 801 642 62 34 98 211 245 368 RTOR Reduction (vph) 0 0 107 0 0 0 36 0 0 179 0 0 Lane Group Flow (vph) 93 682 39 0 860 642 26 34 98 32 245 368 Confl. Peds. (#/hr) 3 3 3 Heavy Vehicles (%) 17% 17% 17% 3% 17% 17% 17% 17% 17% 17% 17% 17% Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 9.1 27.1 27.1 25.1 43.1 43.1 3.8 15.5 15.5 14.0 25.7 Effective Green, g (s) 9.1 27.1 27.1 25.1 43.1 43.1 3.8 15.5 15.5 14.0 25.7 Actuated g/C Ratio 0.09 0.27 0.27 0.25 0.43 0.43 0.04 0.15 0.15 0.14 0.25 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 138 824 363 747 1311 571 57 248 362 213 781 v/s Ratio Prot 0.06 c0.22 c0.28 0.21 0.02 0.06 c0.16 c0.12 v/s Ratio Perm 0.03 0.02 0.01 v/c Ratio 0.67 0.83 0.11 1.15 0.49 0.05 0.60 0.40 0.09 1.15 0.47 Uniform Delay, d1 44.7 35.0 28.0 38.2 21.2 17.1 48.0 38.7 36.9 43.7 32.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.2 6.9 0.1 83.1 0.3 0.0 15.6 1.0 0.1 108.1 0.5 Delay (s) 57.0 41.8 28.2 121.2 21.5 17.1 63.7 39.8 37.0 151.8 32.5 Level of Service E D C F C B E D D F C Approach Delay (s) 41.2 76.2 40.4 68.7 Approach LOS D E D E Intersection Summary HCM 2000 Control Delay 62.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 101.4 Sum of lost time (s) 19.7 Intersection Capacity Utilization 78.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 165 Future Volume (vph) 165 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frpb, ped/bikes 0.98 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1359 Flt Permitted 1.00 Satd. Flow (perm) 1359 Peak-hour factor, PHF 0.92 Adj. Flow (vph) 179 RTOR Reduction (vph) 134 Lane Group Flow (vph) 45 Confl. Peds. (#/hr) 3 Heavy Vehicles (%) 17% Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 25.7 Effective Green, g (s) 25.7 Actuated g/C Ratio 0.25 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 344 v/s Ratio Prot v/s Ratio Perm 0.03 v/c Ratio 0.13 Uniform Delay, d1 29.2 Progression Factor 1.00 Incremental Delay, d2 0.2 Delay (s) 29.4 Level of Service C Approach Delay (s) Approach LOS Intersection Summary 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 1100 1349 263 0 90 Future Vol, veh/h 0 1100 1349 263 0 90 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 17 17 3 0 3 Mvmt Flow 0 1196 1466 286 0 98 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 876 Stage 1 ------ Stage 2 ------ Critical Hdwy -----6.96 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.33 Pot Cap-1 Maneuver 0 - - - 0 290 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver -----290 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 23.6 HCM LOS C Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 290 HCM Lane V/C Ratio - - - 0.337 HCM Control Delay (s) - - - 23.6 HCM Lane LOS - - - C HCM 95th %tile Q(veh) - - - 1.4 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 646 454 121 864 00002650748 Future Volume (veh/h) 0 646 454 121 864 00002650748 Number 7 4 14 3 8 18 1 6 16 Initial Q (Qb), veh 000000 000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1496 1496 1496 1496 0 1496 0 1496 Adj Flow Rate, veh/h 0 702 493 132 939 0 288 0 813 Adj No. of Lanes 021220 202 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 27 27 27 27 0 27 0 27 Cap, veh/h 0 924 413 452 1640 0 1004 0 813 Arrive On Green 0.00 0.32 0.32 0.33 1.00 0.00 0.36 0.00 0.36 Sat Flow, veh/h 0 2917 1272 2764 2917 0 2764 0 2238 Grp Volume(v), veh/h 0 702 493 132 939 0 288 0 813 Grp Sat Flow(s),veh/h/ln 0 1421 1272 1382 1421 0 1382 0 1119 Q Serve(g_s), s 0.0 13.3 19.5 2.1 0.0 0.0 4.4 0.0 21.8 Cycle Q Clear(g_c), s 0.0 13.3 19.5 2.1 0.0 0.0 4.4 0.0 21.8 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 924 413 452 1640 0 1004 0 813 V/C Ratio(X) 0.00 0.76 1.19 0.29 0.57 0.00 0.29 0.00 1.00 Avail Cap(c_a), veh/h 0 924 413 452 1640 0 1004 0 813 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.72 0.72 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 18.2 20.2 17.6 0.0 0.0 13.6 0.0 19.1 Incr Delay (d2), s/veh 0.0 5.8 108.4 0.3 1.0 0.0 0.2 0.0 31.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 5.9 19.2 0.8 0.2 0.0 1.7 0.0 10.2 LnGrp Delay(d),s/veh 0.0 24.0 128.6 17.9 1.0 0.0 13.7 0.0 50.6 LnGrp LOS C F B A B D Approach Vol, veh/h 1195 1071 1101 Approach Delay, s/veh 67.2 3.1 41.0 Approach LOS E A D Timer 12345678 Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 15.2 24.8 26.0 40.0 Change Period (Y+Rc), s 5.3 * 5.3 4.2 5.3 Max Green Setting (Gmax), s 5.0 * 20 21.8 28.7 Max Q Clear Time (g_c+I1), s 4.1 21.5 23.8 2.0 Green Ext Time (p_c), s 0.1 0.0 0.0 7.4 Intersection Summary HCM 2010 Ctrl Delay 38.2 HCM 2010 LOS D Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 279 632 0 0 736 108 249 0 69 0 0 0 Future Volume (veh/h) 279 632 0 0 736 108 249 0 69 0 0 0 Number 7 4 14 3 8 18 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 0 0 1439 1439 1439 0 1439 Adj Flow Rate, veh/h 297 672 0 0 783 115 265 0 73 Adj No. of Lanes 220021201 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 32 32 0 0 32 32 32 0 32 Cap, veh/h 719 1938 0 0 957 426 354 0 163 Arrive On Green 0.54 1.00 0.00 0.00 0.35 0.35 0.13 0.00 0.13 Sat Flow, veh/h 2659 2807 0 0 2807 1218 2659 0 1223 Grp Volume(v), veh/h 297 672 0 0 783 115 265 0 73 Grp Sat Flow(s),veh/h/ln 1330 1367 0 0 1367 1218 1330 0 1223 Q Serve(g_s), s 4.0 0.0 0.0 0.0 15.6 4.1 5.8 0.0 3.3 Cycle Q Clear(g_c), s 4.0 0.0 0.0 0.0 15.6 4.1 5.8 0.0 3.3 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 719 1938 0 0 957 426 354 0 163 V/C Ratio(X) 0.41 0.35 0.00 0.00 0.82 0.27 0.75 0.00 0.45 Avail Cap(c_a), veh/h 719 1938 0 0 1171 522 434 0 200 HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.75 0.75 0.00 0.00 0.70 0.70 1.00 0.00 1.00 Uniform Delay (d), s/veh 11.0 0.0 0.0 0.0 17.8 14.0 25.0 0.0 24.0 Incr Delay (d2), s/veh 0.3 0.4 0.0 0.0 5.5 1.1 5.6 0.0 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.1 0.0 0.0 6.6 1.5 2.4 0.0 1.2 LnGrp Delay(d),s/veh 11.3 0.4 0.0 0.0 23.3 15.1 30.7 0.0 25.9 LnGrp LOS B A C B C C Approach Vol, veh/h 969 898 338 Approach Delay, s/veh 3.7 22.2 29.6 Approach LOS A C C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 12.2 47.8 21.5 26.3 Change Period (Y+Rc), s * 4.2 5.3 5.3 * 5.3 Max Green Setting (Gmax), s * 9.8 40.7 10.8 * 26 Max Q Clear Time (g_c+I1), s 7.8 2.0 6.0 17.6 Green Ext Time (p_c), s 0.3 6.2 2.3 3.4 Intersection Summary HCM 2010 Ctrl Delay 15.2 HCM 2010 LOS B Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 90 533 78 71 735 68 79 39 80 9 35 30 Future Volume (veh/h) 90 533 78 71 735 68 79 39 80 9 35 30 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1439 1439 1439 1439 1439 1439 1439 1439 1439 1439 1439 1439 Adj Flow Rate, veh/h 98 579 85 77 799 74 86 42 87 10 38 33 Adj No. of Lanes 121121111111 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 32 32 32 32 32 32 32 32 32 32 32 32 Cap, veh/h 129 1159 517 88 1023 456 99 242 204 18 156 131 Arrive On Green 0.09 0.42 0.42 0.06 0.37 0.37 0.07 0.17 0.17 0.01 0.11 0.11 Sat Flow, veh/h 1371 2735 1219 1371 2735 1219 1371 1439 1217 1371 1439 1213 Grp Volume(v), veh/h 98 579 85 77 799 74 86 42 87 10 38 33 Grp Sat Flow(s),veh/h/ln 1371 1367 1219 1371 1367 1219 1371 1439 1217 1371 1439 1213 Q Serve(g_s), s 3.9 8.7 2.4 3.1 14.5 1.6 3.5 1.4 3.6 0.4 1.4 1.0 Cycle Q Clear(g_c), s 3.9 8.7 2.4 3.1 14.5 1.6 3.5 1.4 3.6 0.4 1.4 1.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 129 1159 517 88 1023 456 99 242 204 18 156 131 V/C Ratio(X) 0.76 0.50 0.16 0.88 0.78 0.16 0.87 0.17 0.43 0.57 0.24 0.25 Avail Cap(c_a), veh/h 191 1511 674 156 1443 643 171 872 737 122 821 692 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.8 11.8 10.0 26.0 15.5 5.9 25.8 20.0 20.9 27.5 22.9 10.9 Incr Delay (d2), s/veh 9.7 0.3 0.1 22.5 1.9 0.2 19.5 0.3 1.4 25.6 0.8 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.8 3.3 0.8 1.7 5.7 0.7 1.9 0.6 1.3 0.3 0.6 0.5 LnGrp Delay(d),s/veh 34.4 12.2 10.2 48.5 17.4 6.0 45.3 20.3 22.3 53.1 23.7 11.9 LnGrp LOS C B B D B A DCCDCB Approach Vol, veh/h 762 950 215 81 Approach Delay, s/veh 14.8 19.0 31.1 22.5 Approach LOS B B C C Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 4.9 14.3 7.8 29.1 8.3 11.0 10.6 26.3 Change Period (Y+Rc), s * 4.2 4.9 * 4.2 5.3 * 4.2 4.9 5.3 * 5.3 Max Green Setting (Gmax), s * 5 34.0 * 6.4 31.0 * 7 32.0 7.8 * 30 Max Q Clear Time (g_c+I1), s 2.4 5.6 5.1 10.7 5.5 3.4 5.9 16.5 Green Ext Time (p_c), s 0.0 0.7 0.0 4.2 0.0 0.7 0.8 4.5 Intersection Summary HCM 2010 Ctrl Delay 18.9 HCM 2010 LOS B Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 270 314 163 66 219 52 200 368 44 96 413 235 Future Volume (veh/h) 270 314 163 66 219 52 200 368 44 96 413 235 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 293 341 177 72 238 57 217 400 48 104 449 255 Adj No. of Lanes 010010120120 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 282 281 146 157 494 113 179 727 87 95 395 223 Arrive On Green 0.57 0.57 0.57 0.57 0.57 0.57 0.11 0.24 0.24 0.06 0.19 0.19 Sat Flow, veh/h 422 491 255 212 863 198 1675 3008 359 1675 2062 1163 Grp Volume(v), veh/h 811 0 0 367 0 0 217 221 227 104 363 341 Grp Sat Flow(s),veh/h/ln 1167 0 0 1272 0 0 1675 1671 1696 1675 1671 1554 Q Serve(g_s), s 50.4 0.0 0.0 0.0 0.0 0.0 12.8 13.9 14.0 6.8 23.0 23.0 Cycle Q Clear(g_c), s 68.7 0.0 0.0 18.3 0.0 0.0 12.8 13.9 14.0 6.8 23.0 23.0 Prop In Lane 0.36 0.22 0.20 0.16 1.00 0.21 1.00 0.75 Lane Grp Cap(c), veh/h 709 0 0 764 0 0 179 404 410 95 320 298 V/C Ratio(X) 1.14 0.00 0.00 0.48 0.00 0.00 1.21 0.55 0.55 1.10 1.13 1.14 Avail Cap(c_a), veh/h 709 0 0 764 0 0 179 408 414 95 320 298 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.7 0.0 0.0 14.5 0.0 0.0 53.6 39.8 39.8 56.6 48.5 48.5 Incr Delay (d2), s/veh 81.0 0.0 0.0 0.5 0.0 0.0 136.7 1.5 1.6 120.5 91.6 96.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 %ile BackOfQ(50%),veh/ln 39.4 0.0 0.0 7.1 0.0 0.0 12.7 6.6 6.7 6.3 18.7 17.9 LnGrp Delay(d),s/veh 110.7 0.0 0.0 15.0 0.0 0.0 190.3 41.3 41.4 177.1 140.1 145.4 LnGrp LOS F B F D D F F F Approach Vol, veh/h 811 367 665 808 Approach Delay, s/veh 110.7 15.0 89.9 147.1 Approach LOS F B F F Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.0 35.0 74.0 17.0 29.0 74.0 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 6.8 * 29 68.7 * 13 23.0 68.7 Max Q Clear Time (g_c+I1), s 8.8 16.0 70.7 14.8 25.0 20.3 Green Ext Time (p_c), s 0.0 5.2 0.0 0.0 0.0 11.6 Intersection Summary HCM 2010 Ctrl Delay 103.3 HCM 2010 LOS F Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 19 Intersection Int Delay, s/veh 5.4 Movement NBL NBT SBT SBR SEL SER Lane Configurations Traffic Vol, veh/h 18 147 159 24 51 201 Future Vol, veh/h 18 147 159 24 51 201 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - Free - Stop Storage Length - - - 50 0 65 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 50 50 50 50 50 50 Mvmt Flow 20 160 173 26 55 218 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 173 0 - 0 372 173 Stage 1 - - - - 173 - Stage 2 - - - - 199 - Critical Hdwy 4.6 - - - 6.9 6.7 Critical Hdwy Stg 1 - - - - 5.9 - Critical Hdwy Stg 2 - - - - 5.9 - Follow-up Hdwy 2.65 - - - 3.95 3.75 Pot Cap-1 Maneuver 1160 - - 0 544 760 Stage 1 - - - 0 754 - Stage 2 - - - 0 732 - Platoon blocked, % - - Mov Cap-1 Maneuver 1160 - - - 534 760 Mov Cap-2 Maneuver - - - - 534 - Stage 1 - - - - 754 - Stage 2 - - - - 718 - Approach NB SB SE HCM Control Delay, s 0.9 0 11.8 HCM LOS B Minor Lane/Major Mvmt NBL NBTSELn1SELn2 SBT Capacity (veh/h) 1160 - 534 760 - HCM Lane V/C Ratio 0.017 - 0.104 0.287 - HCM Control Delay (s) 8.2 0 12.5 11.6 - HCM Lane LOS AABB - HCM 95th %tile Q(veh) 0.1 - 0.3 1.2 - 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 174 712 104 46 247 770 29 144 380 778 217 111 Future Volume (vph) 174 712 104 46 247 770 29 144 380 778 217 111 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Lane Util. Factor 1.00 0.95 1.00 0.97 0.95 1.00 1.00 1.00 0.88 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.97 1.00 1.00 0.97 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1556 3112 1371 3073 3112 1356 1556 1638 2387 1556 3112 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1556 3112 1371 3073 3112 1356 1556 1638 2387 1556 3112 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 189 774 113 50 268 837 32 157 413 846 236 121 RTOR Reduction (vph) 0 0 80 0 0 0 23 0 0 225 0 0 Lane Group Flow (vph) 189 774 33 0 318 837 9 157 413 621 236 121 Confl. Peds. (#/hr) 3 3 3 Heavy Vehicles (%) 16% 16% 16% 3% 16% 16% 16% 16% 16% 16% 16% 16% Turn Type Prot NA Perm Prot Prot NA Perm Prot NA Perm Prot NA Protected Phases 7 4 3 3 8 5 2 1 6 Permitted Phases 4 8 2 Actuated Green, G (s) 14.8 34.7 34.7 15.0 34.9 34.9 16.7 31.8 31.8 18.8 33.9 Effective Green, g (s) 14.8 34.7 34.7 15.0 34.9 34.9 16.7 31.8 31.8 18.8 33.9 Actuated g/C Ratio 0.12 0.29 0.29 0.12 0.29 0.29 0.14 0.27 0.27 0.16 0.28 Clearance Time (s) 4.2 5.3 5.3 4.2 5.3 5.3 4.2 6.0 6.0 4.2 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 191 899 396 384 905 394 216 434 632 243 879 v/s Ratio Prot c0.12 0.25 0.10 c0.27 0.10 0.25 c0.15 0.04 v/s Ratio Perm 0.02 0.01 c0.26 v/c Ratio 0.99 0.86 0.08 0.83 0.92 0.02 0.73 0.95 0.98 0.97 0.14 Uniform Delay, d1 52.5 40.4 31.1 51.2 41.3 30.4 49.5 43.3 43.8 50.3 32.1 Progression Factor 1.00 1.00 1.00 0.86 0.82 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 61.4 10.6 0.4 12.7 15.5 0.1 11.5 31.0 31.2 49.4 0.1 Delay (s) 113.9 51.0 31.5 56.8 49.4 30.5 61.0 74.3 75.1 99.7 32.2 Level of Service F D C E D C E E E F C Approach Delay (s) 60.0 50.9 73.3 64.3 Approach LOS E D E E Intersection Summary HCM 2000 Control Delay 62.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 19.7 Intersection Capacity Utilization 90.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 2 Movement SBR Lane Configurations Traffic Volume (vph) 127 Future Volume (vph) 127 Ideal Flow (vphpl) 1900 Total Lost time (s) 6.0 Lane Util. Factor 1.00 Frpb, ped/bikes 0.98 Flpb, ped/bikes 1.00 Frt 0.85 Flt Protected 1.00 Satd. Flow (prot) 1370 Flt Permitted 1.00 Satd. Flow (perm) 1370 Peak-hour factor, PHF 0.92 Adj. Flow (vph) 138 RTOR Reduction (vph) 99 Lane Group Flow (vph) 39 Confl. Peds. (#/hr) 3 Heavy Vehicles (%) 16% Turn Type Perm Protected Phases Permitted Phases 6 Actuated Green, G (s) 33.9 Effective Green, g (s) 33.9 Actuated g/C Ratio 0.28 Clearance Time (s) 6.0 Vehicle Extension (s) 3.0 Lane Grp Cap (vph) 387 v/s Ratio Prot v/s Ratio Perm 0.03 v/c Ratio 0.10 Uniform Delay, d1 31.8 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay (s) 31.9 Level of Service C Approach Delay (s) Approach LOS Intersection Summary 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 5 Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 1753 1002 209 0 90 Future Vol, veh/h 0 1753 1002 209 0 90 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 17 17 3 0 3 Mvmt Flow 0 1905 1089 227 0 98 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 658 Stage 1 ------ Stage 2 ------ Critical Hdwy -----6.96 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.33 Pot Cap-1 Maneuver 0 - - - 0 404 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver -----404 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 16.7 HCM LOS C Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 404 HCM Lane V/C Ratio - - - 0.242 HCM Control Delay (s) - - - 16.7 HCM Lane LOS - - - C HCM 95th %tile Q(veh) - - - 0.9 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1291 462 153 878 00001290333 Future Volume (veh/h) 0 1291 462 153 878 00001290333 Number 7 4 14 3 8 18 1 6 16 Initial Q (Qb), veh 000000 000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1557 1557 1557 1557 0 1557 0 1557 Adj Flow Rate, veh/h 0 1373 491 163 934 0 137 0 354 Adj No. of Lanes 021220 202 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 22 22 22 22 0 22 0 22 Cap, veh/h 0 1573 704 264 2106 0 374 0 303 Arrive On Green 0.00 0.36 0.36 0.18 1.00 0.00 0.13 0.00 0.13 Sat Flow, veh/h 0 3037 1324 2877 3037 0 2877 0 2330 Grp Volume(v), veh/h 0 1373 491 163 934 0 137 0 354 Grp Sat Flow(s),veh/h/ln 0 1480 1324 1439 1480 0 1439 0 1165 Q Serve(g_s), s 0.0 26.0 19.1 3.1 0.0 0.0 2.6 0.0 7.8 Cycle Q Clear(g_c), s 0.0 26.0 19.1 3.1 0.0 0.0 2.6 0.0 7.8 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 1573 704 264 2106 0 374 0 303 V/C Ratio(X) 0.00 0.87 0.70 0.62 0.44 0.00 0.37 0.00 1.17 Avail Cap(c_a), veh/h 0 1623 726 269 2106 0 374 0 303 HCM Platoon Ratio 1.00 0.67 0.67 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 0.55 0.55 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 17.4 15.2 23.5 0.0 0.0 23.8 0.0 26.1 Incr Delay (d2), s/veh 0.0 7.0 5.7 2.3 0.4 0.0 0.6 0.0 105.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 12.1 8.0 1.3 0.1 0.0 1.1 0.0 6.9 LnGrp Delay(d),s/veh 0.0 24.4 20.9 25.8 0.4 0.0 24.4 0.0 131.7 LnGrp LOS C C C A C F Approach Vol, veh/h 1864 1097 491 Approach Delay, s/veh 23.5 4.1 101.7 Approach LOS C A F Timer 12345678 Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 10.8 37.2 12.0 48.0 Change Period (Y+Rc), s 5.3 * 5.3 4.2 5.3 Max Green Setting (Gmax), s 5.6 * 33 7.8 42.7 Max Q Clear Time (g_c+I1), s 5.1 28.0 9.8 2.0 Green Ext Time (p_c), s 0.3 3.9 0.0 8.2 Intersection Summary HCM 2010 Ctrl Delay 28.5 HCM 2010 LOS C Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 737 683 0 0 719 403 312 0 104 0 0 0 Future Volume (veh/h) 737 683 0 0 719 403 312 0 104 0 0 0 Number 7 4 14 3 8 18 5 2 12 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 0 0 1652 1652 1652 0 1652 Adj Flow Rate, veh/h 801 742 0 0 782 438 339 0 113 Adj No. of Lanes 220021201 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 15 15 0 0 15 15 15 0 15 Cap, veh/h 916 2197 0 0 978 436 433 0 199 Arrive On Green 0.50 1.00 0.00 0.00 0.62 0.62 0.14 0.00 0.14 Sat Flow, veh/h 3053 3222 0 0 3222 1398 3053 0 1404 Grp Volume(v), veh/h 801 742 0 0 782 438 339 0 113 Grp Sat Flow(s),veh/h/ln 1526 1570 0 0 1570 1398 1526 0 1404 Q Serve(g_s), s 14.0 0.0 0.0 0.0 11.2 18.7 6.4 0.0 4.5 Cycle Q Clear(g_c), s 14.0 0.0 0.0 0.0 11.2 18.7 6.4 0.0 4.5 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 916 2197 0 0 978 436 433 0 199 V/C Ratio(X) 0.87 0.34 0.00 0.00 0.80 1.01 0.78 0.00 0.57 Avail Cap(c_a), veh/h 956 2197 0 0 978 436 448 0 206 HCM Platoon Ratio 1.67 1.67 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.47 0.47 0.00 0.00 0.75 0.75 1.00 0.00 1.00 Uniform Delay (d), s/veh 14.0 0.0 0.0 0.0 9.9 11.3 24.9 0.0 24.0 Incr Delay (d2), s/veh 4.4 0.2 0.0 0.0 5.2 38.6 8.6 0.0 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.3 0.1 0.0 0.0 5.3 11.4 3.2 0.0 1.9 LnGrp Delay(d),s/veh 18.4 0.2 0.0 0.0 15.1 49.9 33.4 0.0 27.5 LnGrp LOS B A B F C C Approach Vol, veh/h 1543 1220 452 Approach Delay, s/veh 9.6 27.6 31.9 Approach LOS A C C Timer 12345678 Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 12.7 47.3 23.3 24.0 Change Period (Y+Rc), s * 4.2 5.3 5.3 * 5.3 Max Green Setting (Gmax), s * 8.8 41.7 18.8 * 19 Max Q Clear Time (g_c+I1), s 8.4 2.0 16.0 20.7 Green Ext Time (p_c), s 0.1 9.9 1.8 0.0 Intersection Summary HCM 2010 Ctrl Delay 19.6 HCM 2010 LOS B Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 36 739 12 95 874 18 203 66 136 13 17 45 Future Volume (veh/h) 36 739 12 95 874 18 203 66 136 13 17 45 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1557 1557 1557 1557 1557 1557 1557 1557 1557 1557 1557 1557 Adj Flow Rate, veh/h 39 803 13 103 950 20 221 72 148 14 18 49 Adj No. of Lanes 121121111111 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 22 22 22 22 22 22 22 22 22 22 22 22 Cap, veh/h 46 853 380 454 1693 756 244 352 298 23 111 93 Arrive On Green 0.06 0.58 0.58 0.31 0.57 0.57 0.16 0.23 0.23 0.02 0.07 0.07 Sat Flow, veh/h 1483 2959 1317 1483 2959 1320 1483 1557 1319 1483 1557 1307 Grp Volume(v), veh/h 39 803 13 103 950 20 221 72 148 14 18 49 Grp Sat Flow(s),veh/h/ln 1483 1480 1317 1483 1480 1320 1483 1557 1319 1483 1557 1307 Q Serve(g_s), s 3.1 30.1 0.5 6.2 24.3 0.8 17.6 4.5 5.8 1.1 1.3 3.8 Cycle Q Clear(g_c), s 3.1 30.1 0.5 6.2 24.3 0.8 17.6 4.5 5.8 1.1 1.3 3.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 46 853 380 454 1693 756 244 352 298 23 111 93 V/C Ratio(X) 0.85 0.94 0.03 0.23 0.56 0.03 0.90 0.20 0.50 0.61 0.16 0.53 Avail Cap(c_a), veh/h 62 932 415 454 1693 756 257 620 525 62 415 349 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 56.0 24.5 18.2 31.1 16.2 11.1 49.2 37.7 9.9 58.7 52.4 42.1 Incr Delay (d2), s/veh 49.9 18.7 0.2 0.3 1.3 0.1 31.5 0.3 1.3 23.1 0.7 4.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 14.3 0.2 2.6 10.2 0.3 9.3 2.0 2.2 0.6 0.6 1.5 LnGrp Delay(d),s/veh 105.9 43.1 18.3 31.3 17.5 11.2 80.7 38.0 11.2 81.8 53.0 46.7 LnGrp LOS F D B C B B F D B F D D Approach Vol, veh/h 855 1073 441 81 Approach Delay, s/veh 45.6 18.7 50.4 54.2 Approach LOS D B D D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 6.1 32.0 42.0 39.9 24.7 13.4 7.9 74.0 Change Period (Y+Rc), s * 4.2 4.9 5.3 * 5.3 4.9 * 4.9 * 4.2 5.3 Max Green Setting (Gmax), s * 5 47.8 10.8 * 38 20.8 * 32 * 5 43.6 Max Q Clear Time (g_c+I1), s 3.1 7.8 8.2 32.1 19.6 5.8 5.1 26.3 Green Ext Time (p_c), s 0.0 1.5 1.6 2.5 0.2 0.2 0.0 6.3 Intersection Summary HCM 2010 Ctrl Delay 35.0 HCM 2010 LOS C Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 199 261 301 52 313 87 289 601 51 42 480 244 Future Volume (veh/h) 199 261 301 52 313 87 289 601 51 42 480 244 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1652 1900 1900 1652 1900 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 207 272 314 54 326 91 301 626 53 44 500 254 Adj No. of Lanes 010010120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 182 202 227 92 514 137 221 958 81 55 448 227 Arrive On Green 0.53 0.53 0.53 0.53 0.53 0.53 0.13 0.31 0.31 0.03 0.21 0.21 Sat Flow, veh/h 272 380 428 110 968 258 1675 3120 264 1675 2151 1088 Grp Volume(v), veh/h 793 0 0 471 0 0 301 335 344 44 388 366 Grp Sat Flow(s),veh/h/ln 1081 0 0 1336 0 0 1675 1671 1713 1675 1671 1567 Q Serve(g_s), s 36.5 0.0 0.0 0.0 0.0 0.0 15.8 20.8 20.9 3.1 25.0 25.0 Cycle Q Clear(g_c), s 63.7 0.0 0.0 27.2 0.0 0.0 15.8 20.8 20.9 3.1 25.0 25.0 Prop In Lane 0.26 0.40 0.11 0.19 1.00 0.15 1.00 0.69 Lane Grp Cap(c), veh/h 611 0 0 743 0 0 221 513 526 55 348 327 V/C Ratio(X) 1.30 0.00 0.00 0.63 0.00 0.00 1.36 0.65 0.65 0.80 1.11 1.12 Avail Cap(c_a), veh/h 611 0 0 743 0 0 221 513 526 67 348 327 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.7 0.0 0.0 19.0 0.0 0.0 52.1 36.0 36.0 57.6 47.5 47.5 Incr Delay (d2), s/veh 145.5 0.0 0.0 1.8 0.0 0.0 190.3 2.9 2.9 41.1 82.8 86.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 44.9 0.0 0.0 11.1 0.0 0.0 19.0 10.0 10.3 2.1 19.5 18.6 LnGrp Delay(d),s/veh 178.2 0.0 0.0 20.8 0.0 0.0 242.4 39.0 39.0 98.7 130.3 134.0 LnGrp LOS F C F D D F F F Approach Vol, veh/h 793 471 980 798 Approach Delay, s/veh 178.2 20.8 101.5 130.3 Approach LOS F C F F Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.1 42.9 69.0 20.0 31.0 69.0 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 4.8 * 36 63.7 * 16 25.0 63.7 Max Q Clear Time (g_c+I1), s 5.1 22.9 65.7 17.8 27.0 29.2 Green Ext Time (p_c), s 0.0 6.5 0.0 0.0 0.0 11.8 Intersection Summary HCM 2010 Ctrl Delay 116.5 HCM 2010 LOS F Notes 12/20/2017 Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 19 Intersection Int Delay, s/veh 2.2 Movement NBL NBT SBT SBR SEL SER Lane Configurations Traffic Vol, veh/h 21 380 108 16 25 95 Future Vol, veh/h 21 380 108 16 25 95 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - Free - Stop Storage Length - - - 50 0 65 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, % 22 22 22 22 22 22 Mvmt Flow 22 404 115 17 27 101 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 115 0 - 0 564 115 Stage 1 - - - - 115 - Stage 2 - - - - 449 - Critical Hdwy 4.32 - - - 6.62 6.42 Critical Hdwy Stg 1 - - - - 5.62 - Critical Hdwy Stg 2 - - - - 5.62 - Follow-up Hdwy 2.398 - - - 3.698 3.498 Pot Cap-1 Maneuver 1358 - - 0 455 886 Stage 1 - - - 0 863 - Stage 2 - - - 0 603 - Platoon blocked, % - - Mov Cap-1 Maneuver 1358 - - - 445 886 Mov Cap-2 Maneuver - - - - 445 - Stage 1 - - - - 863 - Stage 2 - - - - 590 - Approach NB SB SE HCM Control Delay, s 0.4 0 10.4 HCM LOS B Minor Lane/Major Mvmt NBL NBTSELn1SELn2 SBT Capacity (veh/h) 1358 - 445 886 - HCM Lane V/C Ratio 0.016 - 0.06 0.114 - HCM Control Delay (s) 7.7 0 13.6 9.6 - HCM Lane LOS AABA - HCM 95th %tile Q(veh) 0.1 - 0.2 0.4 - 12/20/2017 Mitigated Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 270 314 163 66 219 52 200 368 44 96 413 235 Future Volume (veh/h) 270 314 163 66 219 52 200 368 44 96 413 235 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 1652 1652 1652 1652 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 293 341 177 72 238 57 217 400 48 104 449 255 Adj No. of Lanes 111111120120 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 412 706 599 312 706 599 151 916 109 106 573 323 Arrive On Green 0.43 0.43 0.43 0.43 0.43 0.43 0.09 0.30 0.30 0.06 0.28 0.28 Sat Flow, veh/h 957 1652 1402 780 1652 1402 1675 3008 359 1675 2062 1163 Grp Volume(v), veh/h 293 341 177 72 238 57 217 221 227 104 363 341 Grp Sat Flow(s),veh/h/ln 957 1652 1402 780 1652 1402 1675 1671 1696 1675 1671 1554 Q Serve(g_s), s 22.3 11.3 6.3 5.6 7.3 1.8 6.8 8.0 8.1 4.7 15.2 15.3 Cycle Q Clear(g_c), s 29.6 11.3 6.3 16.8 7.3 1.8 6.8 8.0 8.1 4.7 15.2 15.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.21 1.00 0.75 Lane Grp Cap(c), veh/h 412 706 599 312 706 599 151 509 516 106 465 432 V/C Ratio(X) 0.71 0.48 0.30 0.23 0.34 0.10 1.44 0.43 0.44 0.98 0.78 0.79 Avail Cap(c_a), veh/h 416 714 606 316 714 606 151 603 612 106 552 513 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.4 15.6 14.2 21.7 14.5 12.9 34.4 21.1 21.1 35.4 25.2 25.3 Incr Delay (d2), s/veh 5.5 0.5 0.3 0.4 0.3 0.1 231.9 0.6 0.6 80.2 6.1 6.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.5 5.2 2.5 1.2 3.4 0.7 12.8 3.8 3.9 4.5 7.7 7.4 LnGrp Delay(d),s/veh 30.0 16.2 14.5 22.1 14.8 13.0 266.3 21.7 21.7 115.5 31.2 32.1 LnGrp LOS C B B C B B F C C F C C Approach Vol, veh/h 811 367 665 808 Approach Delay, s/veh 20.8 15.9 101.5 42.5 Approach LOS C B F D Timer 12345678 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.0 29.0 37.6 11.0 27.0 37.6 Change Period (Y+Rc), s * 4.2 * 6 5.3 * 4.2 6.0 5.3 Max Green Setting (Gmax), s * 4.8 * 27 32.7 * 6.8 25.0 32.7 Max Q Clear Time (g_c+I1), s 6.7 10.1 31.6 8.8 17.3 18.8 Green Ext Time (p_c), s 0.0 5.9 0.7 0.0 3.7 5.2 Intersection Summary HCM 2010 Ctrl Delay 47.0 HCM 2010 LOS D Notes 12/20/2017 Mitigated Caltrans Alternative 3: Spread Diamond Synchro 9 Report JLB Traffic Engineering, Inc.Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 199 261 301 52 313 87 289 601 51 42 480 244 Future Volume (veh/h) 199 261 301 52 313 87 289 601 51 42 480 244 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1652 1652 1652 1652 1652 1652 1759 1759 1900 1759 1759 1900 Adj Flow Rate, veh/h 207 272 314 54 326 91 301 626 53 44 500 254 Adj No. of Lanes 111111120120 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 15 15 15 15 15 15 888888 Cap, veh/h 228 573 486 66 404 343 308 1204 102 55 505 255 Arrive On Green 0.14 0.35 0.35 0.04 0.24 0.24 0.18 0.39 0.39 0.03 0.23 0.23 Sat Flow, veh/h 1573 1652 1402 1573 1652 1404 1675 3120 264 1675 2151 1088 Grp Volume(v), veh/h 207 272 314 54 326 91 301 335 344 44 388 366 Grp Sat Flow(s),veh/h/ln 1573 1652 1402 1573 1652 1404 1675 1671 1713 1675 1671 1567 Q Serve(g_s), s 13.3 13.2 19.3 3.5 19.0 5.4 18.3 15.7 15.8 2.7 23.7 23.9 Cycle Q Clear(g_c), s 13.3 13.2 19.3 3.5 19.0 5.4 18.3 15.7 15.8 2.7 23.7 23.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.15 1.00 0.69 Lane Grp Cap(c), veh/h 228 573 486 66 404 343 308 645 661 55 392 368 V/C Ratio(X) 0.91 0.47 0.65 0.81 0.81 0.27 0.98 0.52 0.52 0.80 0.99 1.00 Avail Cap(c_a), veh/h 228 607 515 152 528 449 308 645 661 111 392 368 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 43.1 26.1 28.1 48.6 36.4 31.2 41.5 24.1 24.2 49.2 39.0 39.1 Incr Delay (d2), s/veh 36.1 0.6 2.6 20.4 6.9 0.4 45.0 0.7 0.7 23.2 42.6 45.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.0 6.1 7.7 1.9 9.5 2.1 12.3 7.4 7.6 1.6 15.5 14.9 LnGrp Delay(d),s/veh 79.2 26.7 30.7 69.0 43.3 31.6 86.6 24.9 24.9 72.3 81.6 84.7 LnGrp LOS E C C E D C F C C E F F Approach Vol, veh/h 793 471 980 798 Approach Delay, s/veh 42.0 44.0 43.8 82.5 Approach LOS D D D F Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 7.5 45.5 8.5 40.8 23.0 30.0 19.0 30.3 Change Period (Y+Rc), s * 4.2 * 6 * 4.2 5.3 * 4.2 6.0 * 4.2 5.3 Max Green Setting (Gmax), s * 6.8 * 36 * 9.9 37.6 * 19 24.0 * 15 32.7 Max Q Clear Time (g_c+I1), s 4.7 17.8 5.5 21.3 20.3 25.9 15.3 21.0 Green Ext Time (p_c), s 0.0 7.8 0.0 4.4 0.0 0.0 0.0 3.8 Intersection Summary HCM 2010 Ctrl Delay 53.5 HCM 2010 LOS D Notes 12/20/2017 2035 + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB EB WB WB WB WB WB NB NB NB Directions Served L T T R UL L T T R L T R Maximum Queue (ft) 350 388 374 145 305 308 359 311 214 48 222 109 Average Queue (ft) 87 178 202 53 285 293 308 215 25 19 78 58 95th Queue (ft) 186 288 315 109 339 350 435 355 94 43 167 106 Link Distance (ft) 2611 2611 309 309 Upstream Blk Time (%) 2 13 26 1 Queuing Penalty (veh) 0 0 185 9 Storage Bay Dist (ft) 250 250 250 250 100 150 250 Storage Blk Time (%) 2 4 28 52 9 17 0 2 Queuing Penalty (veh) 2 5 84 153 68 10 0 5 Movement NB SB SB SB SB B24 B24 Directions Served R L T T R T T Maximum Queue (ft) 103 175 285 235 208 192 189 Average Queue (ft) 47 149 178 123 54 21 11 95th Queue (ft) 92 209 304 213 151 103 78 Link Distance (ft) 208 208 2953 2953 Upstream Blk Time (%) 16 1 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 250 100 150 Storage Blk Time (%) 46 9 3 0 Queuing Penalty (veh) 77 21 4 0 Movement WB WB SB Directions Served T TR R Maximum Queue (ft) 442 417 220 Average Queue (ft) 230 70 170 95th Queue (ft) 496 278 264 Link Distance (ft) 417 417 205 Upstream Blk Time (%) 6 0 45 Queuing Penalty (veh) 47 1 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) 12/20/2017 2035 + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB EB WB WB WB WB SB SB SB SB Directions Served T T R L L T T L L R R Maximum Queue (ft) 346 266 327 73 113 346 212 201 314 783 350 Average Queue (ft) 180 122 117 15 53 130 100 30 99 246 159 95th Queue (ft) 288 227 225 51 88 280 193 92 184 464 310 Link Distance (ft) 417 417 771 771 1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 300 Storage Blk Time (%) 0 1 0 5 0 Queuing Penalty (veh) 1 1 2 32 0 Movement EB EB EB EB WB WB WB NB NB NB Directions Served L L TTTTRLLR Maximum Queue (ft) 150 176 161 198 390 285 71 171 172 110 Average Queue (ft) 91 116 64 79 162 139 30 64 86 38 95th Queue (ft) 159 169 125 153 298 256 64 125 146 78 Link Distance (ft) 771 771 850 850 998 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 12/20/2017 2035 + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T R L Maximum Queue (ft) 133 180 185 103 145 252 280 69 155 76 125 45 Average Queue (ft) 66 87 64 33 61 143 113 18 58 18 28 7 95th Queue (ft) 127 155 137 72 120 238 220 53 126 52 69 29 Link Distance (ft) 850 850 2586 2586 1732 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 250 250 250 Storage Blk Time (%) 0 1 Queuing Penalty (veh) 0 0 Movement SB SB Directions Served T R Maximum Queue (ft) 104 51 Average Queue (ft) 37 13 95th Queue (ft) 83 37 Link Distance (ft) 1294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB EB WB WB WB NB NB NB SB SB SB Directions Served L T R L T R L T TR L T TR Maximum Queue (ft) 292 287 114 94 172 95 365 1468 987 162 189 219 Average Queue (ft) 150 123 48 39 86 23 325 770 139 85 107 148 95th Queue (ft) 242 229 94 83 141 66 450 1594 435 151 174 219 Link Distance (ft) 2528 4573 5286 5286 5279 5279 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 245 150 Storage Blk Time (%) 1 1 80 0 4 3 Queuing Penalty (veh) 4 2 147 0 8 3 12/20/2017 2035 + Project AM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 4 Movement NB SE SE Directions Served LT L R Maximum Queue (ft) 64 74 88 Average Queue (ft) 4 24 43 95th Queue (ft) 27 56 80 Link Distance (ft) 3472 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 65 Storage Blk Time (%) 0 1 Queuing Penalty (veh) 1 1 Zone wide Queuing Penalty: 873 12/20/2017 2035 + Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 1 Movement EB EB EB EB WB WB WB WB WB NB NB NB Directions Served L T T R UL L T T R L T R Maximum Queue (ft) 338 344 381 115 268 265 324 338 220 250 339 337 Average Queue (ft) 159 200 216 34 119 137 238 250 17 161 292 303 95th Queue (ft) 273 315 335 82 219 229 331 344 84 288 348 330 Link Distance (ft) 2611 2611 314 314 Upstream Blk Time (%) 1 2 Queuing Penalty (veh) 6 11 Storage Bay Dist (ft) 250 250 250 250 100 150 250 Storage Blk Time (%) 2 3 3 0 1 5 40 12 45 25 Queuing Penalty (veh) 7 5 3 0 5 15 11 134 411 133 Movement NB SB SB SB SB B24 Directions Served R L T T R T Maximum Queue (ft) 309 174 291 208 119 56 Average Queue (ft) 258 133 124 59 43 4 95th Queue (ft) 358 203 274 160 98 26 Link Distance (ft) 208 208 2953 Upstream Blk Time (%) 5 0 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 250 100 150 Storage Blk Time (%) 2 35 0 0 Queuing Penalty (veh) 10 19 0 0 Movement EB WB WB SB Directions Served T T TR R Maximum Queue (ft) 83 184 116 118 Average Queue (ft) 3 14 13 42 95th Queue (ft) 27 82 65 81 Link Distance (ft) 314 411 411 206 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) 12/20/2017 2035 + Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 2 Movement EB EB EB WB WB WB WB SB SB SB SB Directions Served T T R L L T T L L R R Maximum Queue (ft) 318 260 181 134 148 192 153 124 139 270 243 Average Queue (ft) 186 121 81 23 66 62 53 17 63 118 61 95th Queue (ft) 289 225 144 75 118 162 135 63 124 199 144 Link Distance (ft) 411 411 771 771 1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 300 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB EB EB WB WB WB NB NB NB Directions Served L L TTTTRLLR Maximum Queue (ft) 224 234 99 136 280 261 258 148 174 111 Average Queue (ft) 109 142 37 44 156 127 93 57 110 42 95th Queue (ft) 190 222 84 101 250 202 185 124 167 84 Link Distance (ft) 771 771 850 850 998 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 300 300 300 300 Storage Blk Time (%) Queuing Penalty (veh) 12/20/2017 2035 + Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 3 Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T R L Maximum Queue (ft) 85 458 413 22 192 265 347 37 368 515 164 66 Average Queue (ft) 30 196 175 5 96 147 172 3 179 85 55 13 95th Queue (ft) 68 359 313 19 161 249 301 17 337 298 118 41 Link Distance (ft) 850 850 2586 2586 1732 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 250 250 250 Storage Blk Time (%) 4 3 0 2 5 0 Queuing Penalty (veh) 2 0 0 0 10 0 Movement SB SB Directions Served T R Maximum Queue (ft) 112 145 Average Queue (ft) 14 30 95th Queue (ft) 54 80 Link Distance (ft) 1294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Movement EB EB EB WB WB WB NB NB NB SB SB SB Directions Served L T R L T R L T TR L T TR Maximum Queue (ft) 364 407 370 110 360 364 364 387 253 130 332 340 Average Queue (ft) 209 163 103 55 197 62 224 152 157 46 195 234 95th Queue (ft) 343 338 244 107 306 197 322 275 241 95 285 326 Link Distance (ft) 2528 4573 5286 5286 5279 5279 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 250 250 245 150 Storage Blk Time (%) 10 1 0 3 11 0 0 23 Queuing Penalty (veh) 55 4 0 4 34 1 0 10 12/20/2017 2035 + Project PM Peak SimTraffic Report JLB Traffic Engineering, Inc.Page 4 Movement SE SE Directions Served L R Maximum Queue (ft) 50 33 Average Queue (ft) 6 7 95th Queue (ft) 23 23 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 65 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Zone wide Queuing Penalty: 891 http://www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | K Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Appendix K: Signal Warrants www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Peak Hour Warrant (Rural Areas) Existing - AM (PM) Peak Hour Intersection: 3. North Avenue and State Route 99 SB Off-Ramp State Route 99 SB Off-Ramp Highest Approach Volume = 324 (202) VPH North Avenue Total Volume = 450 (680) VPH AM Peak Hour Volume – Signal Warrant is Met PM Peak Hour Volume – Signal Warrant is Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Peak Hour Warrant (Rural Areas) Existing - AM (PM) Peak Hour Intersection: 4. North Avenue and State Route 99 NB On-Ramp North Avenue Eastbound Left-Through Volume Highest Approach Volume = 45 (185) VPH North Avenue Westbound Through-Right Volume = 354 (502) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume= 223 (193) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Existing - AM (PM) Peak Hour Intersection: 7. State Route 99 NB Off-Ramp and Cedar Avenue Minor Street Highest Approach Volume = 92 (73) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume = 252 (245) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Existing - AM (PM) Peak Hour Intersection: 8. Parkway Drive and Cedar Avenue Minor Street Highest Approach Volume = 120 (138) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Peak Hour Warrant (Rural Areas) Existing plus Project - AM (PM) Peak Hour Intersection: 3. North Avenue and State Route 99 SB Off-Ramp State Route 99 SB Off-Ramp Highest Approach Volume = 415 (275) VPH North Avenue Total Volume = 788 (967) VPH AM Peak Hour Volume – Signal Warrant is Met PM Peak Hour Volume – Signal Warrant is Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Peak Hour Warrant (Rural Areas) Existing plus Project - AM (PM) Peak Hour Intersection: 4. North Avenue and State Route 99 NB On-Ramp North Avenue Eastbound Left-Through Volume Highest Approach Volume = 201 (309) VPH North Avenue Westbound Through-Right Volume = 448 (579) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume= 177 (155) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Existing plus Project - AM (PM) Peak Hour Intersection: 7. State Route 99 NB Off-Ramp and Cedar Avenue Minor Street Highest Approach Volume = 138 (83) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume = 256 (223) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Existing plus Project - AM (PM) Peak Hour Intersection: 8. Parkway Drive and Cedar Avenue Minor Street Highest Approach Volume = 142 (236) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Peak Hour Warrant (Rural Areas) Near Term plus Project - AM (PM) Peak Hour Intersection: 3. North Avenue and State Route 99 SB Off-Ramp State Route 99 SB Off-Ramp Highest Approach Volume = 765 (370) VPH North Avenue Total Volume = 1503 (2036) VPH AM Peak Hour Volume – Signal Warrant is Met PM Peak Hour Volume – Signal Warrant is Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Peak Hour Warrant (Rural Areas) Near Term plus Project - AM (PM) Peak Hour Intersection: 4. North Avenue and State Route 99 NB On-Ramp North Avenue Eastbound Left Volume Highest Approach Volume = 307 (762) VPH North Avenue Westbound Through-Right Volume = 972 (815) VPH AM Peak Hour Volume – Signal Warrant is Met PM Peak Hour Volume – Signal Warrant is Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume= 300 (431) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Near Term plus Project - AM (PM) Peak Hour Intersection: 7. State Route 99 NB Off-Ramp and Cedar Avenue Minor Street Highest Approach Volume = 163 (87) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume = 392 (471) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Near Term plus Project - AM (PM) Peak Hour Intersection: 8. Parkway Drive and Cedar Avenue Minor Street Highest Approach Volume = 215 (271) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume = 346 (522) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Cumulative Year 2035 No Project - AM (PM) Peak Hour Intersection: 8. Parkway Drive and Cedar Avenue Minor Street Highest Approach Volume = 151 (73) VPH www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 Major Street Total Volume = 348 (525) VPH AM Peak Hour Volume – Signal Warrant is Not Met PM Peak Hour Volume – Signal Warrant is Not Met Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Part 4: Highway Traffic Signals, November 7, 2014 Peak Hour Warrant (Urban Areas) Cumulative Year 2035 plus Project - AM (PM) Peak Hour Intersection: 8. Parkway Drive and Cedar Avenue Minor Street Highest Approach Volume = 152 (73) VPH