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Home My WebLink AboutT-6198 - Traffic Impact Study - Northwest Corner of Shaw and Grantland - GRANTLAND & SHAW - 5/11/2018Y&H 16-379 TIS 17-___ TABLE OF CONTENTS PAGE SECTION 1 - EXECUTIVE SUMMARY ............................................................................. 1 SECTION 2 - INTRODUCTION ..................................................................................... 12 2.01 - Description and Location of Proposed Project ....................................... 12 2.02 - Study Area, Time Period, Scenarios and Threshold .............................. 12 SECTION 3 - TRAFFIC ANALYSIS .................................................................................. 15 3.01 - Scenario 1: Existing Traffic Conditions ................................................... 17 3.02 - Scenario 2: Existing plus Project Conditions .......................................... 19 3.03 - Scenario 2A: Mitigated Existing plus Project conditions ......................... 22 3.04 - Scenario 3: Near Term Conditions ......................................................... 23 3.05 - Scenario 3A: Mitigated Near Term Conditions....................................... 25 3.06 - Scenario 4: Year 2035 No Project Conditions ......................................... 25 3.07 - Scenario 5: Year 2035 Cumulative plus Project Conditions ................... 27 3.08 - Scenario 5A: Mitigated Year 2035 Cumulative plus Project Conditions . 28 SECTION 4 - CONCLUSIONS AND RECOMMENDATIONS ............................................ 29 TABLES Table 1: Summary of Level of Service for All Scenarios ........................................ 9 Table 2a: Summary of Queue Lengths for All Scenarios (Nodes 1-6) .................... 10 Table 2b: Summary of Queue Lengths for All Scenarios (Nodes 7-11) .................. 11 Table 3: Level of Service Criteria for Two Way, and All-Way Stop-Controlled Intersection ............................................................................................ 15 Table 4: Level of Service Criteria for Signalized Intersection ............................... 16 Table 5: Project Vicinity Existing Conditions ......................................................... 18 Table 6: Land Use Trip Comparison ..................................................................... 20 Table 7: Current Land Use Trip Generation ......................................................... 20 Table 8: Proposed Project Trip Generation .......................................................... 20 Table 9: Approved/Pending Project Trip Generation .......................................... 23 FIGURES Figure 1: Vicinity Map Figure 2: Site Plan Y&H 16-379 TIS 17-___ Figure 3: Existing Lane Configuration Figure 4: Existing Volumes: AM & PM Peak Hour Figure 5: Existing Level of Service Figure 6: Project Trip Distribution Figure 7: Project-Only Trips and Lane Configuration at Access Figure 8: Project Trip Assignment (No Veterans Blvd) Figure 9: Existing plus Project Volumes Figure 10: Existing plus Project Levels of Services Figure 11: Mitigated Existing plus Project Lane Configuration Figure 12: Mitigated Existing plus Project Level of Services Figure 13: Near Term Lane Configuration Figure 14: Near Term Approved/Pending Project Trips Figure 15: Near Term Traffic Volumes Figure 16: Near Term Levels of Services Figure 17: Mitigated Near Term Lane Configuration Figure 18: Mitigated Near Term Levels of Services Figure 19: Year 2035 Cumulative No Project Lane Configuration Figure 20: Year 2035 No Project Only Trips (Current Land Use) Figure 21: Year 2035 Cumulative No Project Traffic Volumes Figure 22: Year 2035 Cumulative No Project Levels of Services Figure 23: Year 2035 Cumulative plus Project Lane Configuration Figure 24: Project Only Trips (W/Veterans Blvd) Figure 25: Year 2035 Cumulative Plus Project Volumes Figure 26: Year 2035 Cumulative Plus Project Levels of Services Figure 27: Mitigated Year 2035 Cumulative Plus Project Lane Configuration Figure 28: Mitigated Year 2035 Cumulative Plus Project Levels of Services APPENDIX A - Traffic Data Sheets B - Intersection Level of Service (LOS) Analyses C - Fresno Council of Governments Travel Model D - Turn Estimate Worksheets E - Traffic Signal Warrants Y&H 16-379 Page 1 SECTION 1 – EXECUTIVE SUMMARY This Traffic Impact Study (TIS) was prepared to assess the traffic impacts of the proposed 27.71-acres single family residential development (“Project”), located at the northwest quadrant of Shaw Avenue and Grantland Avenue. The scope of work was prepared through consultation with City of Fresno, County of Fresno, and Caltrans staff. There are eleven (11) required study intersections to be analyzed to determine the applicable traffic impacts on the surrounding circulation network. 1. West Shaw Avenue & North Garfield Avenue 2. West Shaw Avenue & North Grantland Avenue 3. West Shaw Avenue & North Bryan Avenue 4. West Shaw Avenue & North Hayes Avenue 5. West Shaw Avenue & North Polk Avenue 6. West Barstow Avenue & North Grantland Avenue 7. West Ashlan Avenue & North Grantland Avenue 8. West Bullard Avenue & North Grantland Avenue 9. North Grantland Avenue & Site Access 10. West Shaw Avenue & Site Access 11. West Shaw Avenue & Veterans Boulevard Two (2) time periods of analyses for this study are: AM peak hours (7:00 AM to 9:00 AM) and PM peak hours (4:00 PM to 6:00 PM). The scenarios to be considered are: Existing Conditions, Existing plus Project Conditions, Near Term Year 2022 Pending/Approved plus Project Conditions, Year 2035 Cumulative No Project Conditions, and Year 2035 Cumulative plus Project Conditions. Table 1 presents the summary of intersection delay and level of service (LOS) analyses for all of the study intersections. Table 2 shows the queue length for AM and PM peak hours for each scenario and its corresponding number of lane and storage length. The Project proponent is required to contribute its fair share of mitigation measures identified in the Near Term and Cumulative Year 2035 plus Project scenarios with payment of the applicable City of Fresno fees: Traffic Signal Mitigation Impact (TSMI) Fee and Fresno Major Street Impact (FMSI) Fee. Any reimbursable cost of mitigation improvements constructed by the Project that are qualified under TSMI and FMSI fee programs shall be credited against the total fee. Y&H 16-379 Page 2 Scenario 1: Existing Conditions For this scenario, the following intersection have existing deficiencies: Existing Deficiencies 1-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 158 feet during the AM peak hour which exceeds the existing 150 feet storage length. Existing Deficiencies 1-2 (Shaw & Polk – Node 5) The intersection of Shaw Avenue & Polk Avenue has an AM peak hour Level of Service (LOS) E. The westbound left turn lane has a 95th percentile queue length of 331 feet during the AM peak hour and 464 feet during the PM peak hour which exceeds the existing 160 feet storage length. The southbound left turn lane has a 95th percentile queue length of 309 feet during the AM peak hour and 190 feet during the PM peak hour which exceeds the existing 160 feet storage length. All other study intersections are operating within a satisfactory level of service in accordance with the City of Fresno and the County of Fresno standards. Scenario 2: Existing Plus Project Conditions The proposed Project, 164 units of single family homes, is projected to generate an average of 1,561 daily trips, 123 trips during AM peak hour and 164 trips during PM peak hour as shown in Table 8. Impact 2-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 198 feet during the AM peak hour and 166 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 2-2 (Shaw & Hayes – Node 4) The intersection of Shaw Avenue & Hayes Avenue is projected to be impacted during the AM peak hour with a LOS E. Impact 2-3 (Shaw & Polk – Node 5) Under this scenario, the intersections of Shaw Avenue and Polk Avenue continues to operate at LOS E. Y&H 16-379 Page 3 The westbound left turn lane has a 95th percentile queue length of 331 feet during the AM peak hour and 464 feet during the PM peak hour which exceeds the existing 160 feet storage length. The southbound left turn lane has a 95th percentile queue length of 321 feet during the AM peak hour and 190 feet during the PM peak hour which exceeds the existing 160 feet storage length. Scenario 2A: Mitigated Existing Plus Project Conditions Mitigation 2-1 (Shaw and Grantland – Node 2) The extension of the southbound left turn storage lane from 150 feet to 250 feet at Shaw Avenue and Grantland Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 2-2 (Shaw and Hayes – Node 4) The addition of a dedicated 100 feet northbound right left turn will reduce the delay at the intersection to a Level of Service C at Shaw Avenue and Hayes Avenue. Mitigation 2-3 (Shaw and Polk – Node 5) The addition of a second 160 feet southbound left turn will reduce the delay at the intersection to a LOS D at Shaw Avenue and Polk Avenue. The addition of a second 160 feet southbound left turn will also provide adequate storage between the turn lanes for the southbound left turn traffic. The westbound left turn lane will require restriping to extend the storage length to 400 feet. Overlap phasing is also recommended for the northbound right turn with the westbound left turn. Currently, westbound U-turn is prohibited. Traffic and roadway geometrics will need to be redesigned and improved to accommodate the alignment of the new southbound left turn lane and prevent significant northbound and southbound through lane skew. It shall be noted that as part of preliminary planning studies conducted by Caltrans, this intersection is planned to be substantially modified as part of a future State Route 99 at Shaw Avenue interchange project. The recommended mitigation measures will involve major improvements for minor reductions in delay, which will only be changed in the future interchange improvements. It is therefore recommended that the Project pay the City of Fresno TSMI fee, which includes future traffic signal upgrades at this intersection and will be included in the future State Route 99 at Shaw Avenue interchange improvements. Y&H 16-379 Page 4 Scenario 3: Near Term Year 2022 Pending/Approved plus Project Conditions Impact 3-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw Avenue and Grantland Avenue has a 95th percentile queue length of 214 feet during the AM peak hour and 190 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 3-2 (Shaw & Hayes – Node 4) Under this scenario, the intersection of Shaw Avenue & Hayes Avenue is projected to be impacted during the AM and PM peak hours with a LOS F and E respectively. Impact 3-3 (Shaw & Polk – Node 5) Under this scenario, the intersections of Shaw Avenue and Polk Avenue is projected to be impacted during the AM peak hour with a LOS F. The west bound left turn lane has a 95th percentile queue length of 324 feet during the AM peak hour and 471 feet during the PM peak hour which exceeds the existing 160 feet storage length. The south bound left turn lane has a 95th percentile queue length of 380 feet during the AM peak hour and 274 feet during the PM peak hour which exceeds the existing 160 feet storage length. Scenario 3A: Mitigated Near Term (2022) Conditions Mitigation 3-1 (Shaw and Grantland – Node 2) The extension of the southbound left turn storage lane from 150 feet to 250 feet at Shaw Avenue and Grantland Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 3-2 (Shaw and Hayes – Node 4) This intersection will need to be signalized to meet an acceptable LOS for the Near Term conditions. Also the addition of a dedicated 150 feet westbound left turn lane and a 100 feet right turn lane is recommended. These mitigations will reduce the delay of the intersection at Shaw Avenue and Hayes Avenue to a LOS C. Mitigation 3-3 (Shaw and Polk – Node 5) It is recommended for this intersection to implement the same mitigations recommended for the Mitigated Existing plus Project scenario. The delay will be reduced to a LOS D. Y&H 16-379 Page 5 Scenario 4: Year 2035 Cumulative without Project Conditions Under this scenario, the project site and resulting generated project trips were analyzed with the current City of Fresno 2035 General Plan land use. The current land use is approximately 14.62 acres of Residential Multi Family Urban Neighborhood and 13.09 acres of Community Commercial. The propose current land use will generate an average of 4,193 daily trips, 253 trips during AM peak hour and 384 trips during PM peak hour as shown in Table 7. It is also assumed that some of the study intersections will have gone through improvements to full or near full buildout per road classification to handle future 2035 volumes. Impact 4-1 (Shaw & Grantland – Node 2) Under this scenario, the intersections of Shaw Avenue and Grantland Avenue is projected to be impacted during the AM peak hour with a LOS of E. The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 276 feet during the AM peak hour and 291 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 4-2 (Shaw & Bryan – Node 3) The westbound left turn lane at Shaw Avenue and Bryan Avenue has a 95th percentile queue length of 256 feet during the AM peak hour and 293 feet during the PM peak hour which exceeds the existing 250 feet storage length. Impact 4-3 (Shaw & Hayes – Node 4) The westbound left turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 104 feet during the AM peak hour and 295 feet during the PM peak hour which exceeds the near term recommended mitigation of 150 feet storage length. The northbound right turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 53 feet during the AM peak hour and 129 feet during the PM peak hour which exceeds the existing plus project recommended mitigation of 100 feet storage length. Impact 4-4 (Shaw & Polk – Node 5) Under this scenario, the intersections of Shaw Avenue and Polk Avenue is projected to be impacted during the PM peak hour with a LOS of E. Y&H 16-379 Page 6 The northbound left turn lane at Shaw and Polk has a 95th percentile queue length of 285 feet during the AM peak hour and 246 feet during the PM peak hour which exceeds the existing 100 feet storage length. The dual southbound left turn lane at Shaw and Polk has a 95th percentile queue length of 173 feet during the AM peak hour and 230 feet during the PM peak hour which exceeds the existing plus project recommended mitigation of dual 160 feet storage lengths. Impact 4-5 (Barstow and Grantland – Node 6) Under this scenario, the intersection of Barstow Avenue & Grantland Avenue is projected to be impacted during the AM and PM peak hours with a Level of Service F. This is mainly from addition growth in the area and other existing and future trips traveling eastbound and westbound of the intersection with the completion of Veterans Boulevard. Scenario 5: Year 2035 Cumulative plus Project Conditions Impact 5-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 243 feet during the AM peak hour and 229 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 5-2 (Shaw & Bryan – Node 3) The westbound left turn lane at Shaw and Bryan has a 95th percentile queue length of 256 feet during the AM peak hour and 293 feet during the PM peak hour which exceeds the existing 250 feet storage length. Impact 5-3 (Shaw & Hayes – Node 4) The westbound left turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 104 feet during the AM peak hour and 294 feet during the PM peak hour which exceeds the near term recommended mitigation of 150 feet storage length. The northbound right turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 53 feet during the AM peak hour and 126 feet during the PM peak hour which exceeds the existing plus project recommended mitigation of 100 feet storage length. Y&H 16-379 Page 7 Impact 5-4 (Shaw & Polk – Node 5) The north bound left turn lane at Shaw and Polk has a 95th percentile queue length of 285 feet during the AM peak hour and 246 feet during the PM peak hour which exceeds the existing 100 feet storage length. The south bound left turn lanes at Shaw and Polk has a 95th percentile queue length of 173 feet during the AM peak hour and 230 feet during the PM peak hour which exceeds the dual 160 feet storage lengths recommended in the Existing plus Project and Near Term mitigations. Impact 5-5 (Barstow and Grantland – Node 6) Under this scenario, the intersection of Barstow Avenue & Grantland Avenue is projected to be impacted during the AM and PM peak hours with a Level of Service F. This is mainly from additional growth in the area and other existing and future trips traveling eastbound and westbound of the intersection with the completion of Veterans Boulevard. Scenario 5A: Mitigated Year 2035 Cumulative plus Proposed Project Conditions Mitigation 5A-1 (Shaw and Grantland – Node 2) The extension of the southbound left turn storage lane from 150 feet to 250 feet at Shaw Avenue and Grantland Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-2 (Shaw and Bryan – Node 3) The extension of the westbound left turn storage lane from 250 feet to 300 feet at Shaw Avenue and Bryan Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-3 (Shaw and Hayes – Node 3) The extension of the westbound left turn storage lane from 150 feet to 300 feet at Shaw Avenue and Hayes Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. The extension of the northbound right turn storage lane from 100 feet to 150 feet at Shaw Avenue and Hayes Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Y&H 16-379 Page 8 Mitigation 5A-4 (Shaw and Polk – Node 5) The extension of the northbound left turn storage lane from 100 feet to 300 feet at Shaw Avenue and Polk Avenue will provide adequate storage during both AM and PM peak hour northbound left turn traffic. The extension of the dual southbound left turn storage lanes from 160 feet to 250 feet at Shaw Avenue and Polk Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-5 (Barstow & Grantland – Node 6) The intersection will need to be signalized and geometrics modified per Figure 27 to meet an acceptable LOS for the cumulative condition. These mitigations will decrease the delay to a LOS C. Y&H 16-379 Page 9 Table 1: Summary of Level of Service for All Scenarios Bold denotes unacceptable level of service *Mitigation not required - Does not exist Delay Delay LOS Delay LOS (s)(s)(s) AM 19.8 C 20 C **20.6 C **24.2 C 24.5 C ** PM 12.2 B 12.3 B **13.4 B **16.2 C 16.5 C ** AM 28.8 C 32.1 C **37 D **59.2 E 52.2 D ** PM 26.6 C 37.1 D **37.9 D **68.5 E 50.4 D ** AM 14.3 B 15.7 C **29.1 D **37.6 D 36.1 D ** PM 15.4 C 19.7 C **33.5 D **39.3 D 38.8 D ** AM 27.5 D 35.9 E 20.5 C 168.1 F 18.1 B 24.6 C 24.4 C ** PM 16.9 C 19.8 C 17.9 C 39.5 E 11.1 B 43.1 D 41.4 D ** AM 60.5 E 65.7 E 51.3 D 82.7 F 43 D 51.8 D 49.8 D ** PM 45.5 D 46.6 D 32.8 C 50.3 D 33.7 C 58.9 E 54.3 D ** AM 18.2 C 18.5 C **19.4 C **>300 F >300 F 21.7 C PM 16.9 C 17.2 C **17.5 C **>300 F >300 F 22.3 C AM 11.4 B 11.4 B **11.4 B **35.7 D 34.5 C ** PM 10.8 B 11 B **11.1 B **42.8 D 36.2 D ** AM 25.1 D 25.2 D **17.7 B **30.3 C 30.2 C ** PM 21.7 C 21.9 C **14.2 B **25.5 C 25.2 C ** AM --10.8 B **11.3 B **13.5 B 12.7 B ** PM --10.4 B **10.4 B **12.6 B 11.8 B ** AM --14.5 C **15.2 C **32.3 D 24.2 D ** PM --13.9 B **15.3 C **34.4 D 25.4 D ** AM ----------39.3 D 38.7 D ** PM ----------48.7 D 47.3 D **. Node Intersection Peak Hour Existing Existing plus Project Near Term Year 2022 Mitigated Near Term Year 2022 Delay (s)LOS Delay (s)LOS Delay (s) Mitigated Existing plus Project LOS Delay (s)LOS Delay (s)LOS 1 Shaw Ave & Garfiled Ave 2 Shaw Ave & Grantland Ave 3 Shaw Ave & Bryan Ave 4 Shaw Ave & Hayes Ave 5 Shaw Ave & Polk Ave 6 Grantland Ave & Barstow Ave 10 Shaw Ave Access 11 Shaw Ave & Veterans Blvd 7 Ashlan Ave & Grantland Ave 8 Bullard Ave & Grantland Ave 9 Grantland Ave Access Year 2035 No Project LOS Year 2035 Cumulative plus Project Mitigated Year 2035 Cumulative plus Project Y&H 16-379 Page 10 Table 2a: Summary of Queue Lengths for All Scenarios - Nodes 1 – 6 Bold denotes 95th percentile queue exceed available storage; {#} denotes improvements by adding turn lane and/or lengthening storage * denotes no mitigation improvements # Storage Length (ft) # Storage Length (ft) # Storage Length (ft) # Storag e Length (ft) # Storage Length (ft) # Storage Length (ft) # Storage Length (ft) #Storage Length (ft) EBL 1 300 114 /84 1 300 115 /92 ***/*1 300 115 /91 ***/*1 300 155 /146 1 300 155 /146 ***/* WBL 1 300 32 /38 1 300 34 /39 ***/*1 300 37 /45 ***/*1 300 48 /87 1 300 48 /87 ***/* NBL 1 150 32 /14 1 150 38 /27 ***/*1 150 38 /28 ***/*1 150 144 /70 1 150 138 /44 ***/* SBL 1 150 158 /116 1 150 198 /166 1 {250}198 /166 1 150 214 /190 1 {250}214 /190 1 150 276 /291 1 150 243 /229 1 {250}243 /229 EBL 1 250 234 /151 1 250 222 /147 1 **/* EBR 1 150 12 /49 1 150 14 /44 ***/* WBL 1 250 15 /15 1 250 15 /15 ***/*1 250 15 /15 ***/*1 250 256 /293 1 250 256 /293 1 {300}256 /288 WBR 1 150 64 /56 1 150 63 /55 ***/* NBL 1 265 15 /15 1 265 15 /15 ***/*1 265 44 /51 ***/*1 265 121 /232 1 265 113 /238 ***/* NBR 1 150 65 /49 1 150 63 /49 ***/* SBL 1 250 229 /232 1 250 229 /232 ***/* SBR 1 150 44 /0 1 150 43 /0 ***/* EBL 1 250 208 /157 1 250 208 /156 ***/* EBR 1 150 29 /4 1 150 29 /4 ***/* WBL {1}{150}53 /102 1 150 104 /295 1 150 104 /294 1 {300}104 /294 NBL 1 250 249 /137 1 250 239 /143 ***/* NBR {1}{100}20 /15 {1}{100}35 /28 1 100 53 /129 1 100 53 /126 1 {150}53 /126 SBL 1 200 73 /184 1 200 73 /183 ***/* SBR 1 150 0 /0 1 150 0 /0 ***/* EBL 1 165 29 /11 1 165 29 /11 1 165 25 /12 1 165 80 /50 1 165 80 /53 EBR 1 100 0 /0 1 100 0 0 1 100 0 /0 1 100 0 0 1 100 0 /0 1 100 54 44 1 100 46 43 ***/* WBL 1 160 331 /464 1 160 331 /464 1 {400}300 /386 1 160 324 /471 1 {400}324 /392 1 400 371 /397 1 400 371 /397 ***/* WBR NBL 1 100 50 /43 1 100 51 /44 1 100 43 /51 1 100 50 /47 1 100 48 /51 1 100 285 /246 1 100 285 /246 1 {300}305 /179 NBR SBL 1 160 309 /190 1 160 321 /190 {2}160 138 /78 1 160 380 /274 {2}160 144 /124 2 160 173 /230 2 160 173 /230 2 {250}173 /230 SBR EBL 1 150 59 /37 WBL 1 150 40 /24 NBL 1 285 0 /15 1 285 0 /15 ***/*1 285 0 /15 ***/*1 285 15 /15 1 285 15 /15 1 285 35 /43 SBL 1 285 0 /0 1 285 0 /0 ***/*1 285 0 /15 ***/*1 285 15 /15 1 285 15 /15 1 285 36 /36 Mitigated Year 2035 Cumulative Plus Project Queue Length (AM/PM) (ft) 4 Shaw Ave & Hayes Ave 5 Shaw Ave & Polk Ave Barstow Ave & Grantland Ave6NodeIntersection Approach Existing Queue Length (AM/PM) (ft) 1 Shaw Ave & Bryan Ave3 Shaw Ave & Grantland Ave2 Shave Ave & Garfield Ave Year 2035 Cumulative Plus Project Queue Length (AM/PM) (ft) Year 2035 No Project Queue Length (AM/PM) (ft) Existing plus Project Mitigated Existing Plus Project Near Term Year 2022 Mitigated Near Term Year 2022 Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Y&H 16-379 Page 11 Table 2b: Summary of Queue Lengths for All Scenarios - Nodes 7 –11 Bold denotes 95th percentile queue exceed available storage; {#} denotes improvements by adding turn lane and/or lengthening storage * denotes no mitigation improvements # Storage Length (ft) # Storage Length (ft) # Storage Length (ft) # Storag e Length (ft) # Storage Length (ft) # Storage Length (ft) # Storage Length (ft) #Storage Length (ft) EBL 1 300 306 /223 1 300 292 /204 ***/* EBR 1 150 52 /44 1 150 52 /44 ***/* WBL 1 250 161 /75 1 250 161 /70 ***/* WBR 1 250 87 /49 1 250 86 /32 ***/* NBL 1 300 67 /281 1 300 67 /262 ***/* SBL 1 250 15 /15 1 250 15 /15 ***/*1 250 15 /15 ***/*1 250 115 /248 1 250 115 /228 ***/* SBR 1 150 11 /103 1 150 11 /91 ***/* EBL 1 250 15 /15 1 250 15 /15 ***/*1 200 31 /26 ***/*1 200 198 /151 1 200 197 /151 1 **/* EBR 1 200 56 /0 1 200 56 /0 ***/* WBL 1 200 15 /15 1 200 15 /15 ***/*1 200 15 /11 ***/*1 200 22 /15 1 200 22 /15 ***/* NBL 1 250 0 /0 1 250 0 /0 ***/*1 250 15 /12 ***/*1 250 129 /158 1 250 128 /158 ***/* NBR 1 185 0 /0 1 185 0 /0 ***/*1 185 0 /0 ***/*1 185 0 /0 1 185 0 /0 ***/* SBL 1 250 15 /15 1 250 15 /15 ***/*1 250 92 /86 ***/*1 250 167 /147 1 250 166 /147 ***/* SBR 1 150 5 /28 1 150 5 /28 ***/* 9 Grantland Ave Access 10 Shaw Ave Access EBL 1 300 179 /152 1 300 164 /141 ***/* EBR 1 150 56 /88 1 150 56 /89 ***/* WBL 1 300 119 /235 1 300 118 /221 ***/* WBR 1 250 80 /87 1 250 81 /78 ***/* NBL 1 250 254 /252 1 250 252 /245 ***/* NBR 1 150 110 /94 1 150 109 /71 ***/* SBL 1 250 115 /223 1 250 114 /218 ***/* SBR 1 150 17 /67 1 150 14 /64 ***/* Year 2035 No Project Year 2035 Cumulative Plus Project Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Queue Length (AM/PM) (ft) Mitigated Existing Plus Project Near Term Year 2022 Mitigated Near Term Year 2022 NodeIntersection Approach Existing Existing Plus Project Mitigated Year 2035 Cumulative Plus Project Queue Length (AM/PM) (ft) Ashlan Ave & Grantland Ave7 Bullard Ave & Grantland Ave8 11 Shaw Ave & Veterans Blvd Y&H 16-118 Page 12 SECTION 2 – INTRODUCTION 2.01 Description and Location of Proposed Project This report presents the result of a traffic impact study (TIS) for a single-family residential development project in Fresno, California. The proposed Project includes a tentative tract map for single-family residential homes located at the northwest quadrant of Shaw Avenue and Grantland Avenue as shown in Figure 1. The Project is anticipated to have 2 points of ingress and egress: one to Shaw Avenue and the other to Grantland Avenue. The size of the development is approximately 164 homes over a total of 27.71 acres. For the purpose of this study, the anticipated Project opening day is 2017. Figure 2 shows the site plan at the time of submittal of this study. 2.02 Study Area, Time Period, Scenarios, and Threshold The purpose of the study is to determine the impacts of the proposed project to the surrounding transportation facilities. The study area includes the intersections as approved in the study scope of work based on discussions with the City of Fresno, County of Fresno and Caltrans staff. The intersections to be analyzed are: 1. West Shaw Avenue & North Garfield Avenue 2. West Shaw Avenue & North Grantland Avenue 3. West Shaw Avenue & North Bryan Avenue 4. West Shaw Avenue & North Hayes Avenue 5. West Shaw Avenue & North Polk Avenue 6. West Barstow Avenue & North Grantland Avenue 7. West Ashlan Avenue & North Grantland Avenue 8. West Bullard Avenue & North Grantland Avenue 9. North Grantland Avenue & Site Access 10. West Shaw Avenue & Site Access 11. West Shaw Avenue & Veterans Boulevard The proposed Project does not align with the land use as called for in 2035 Fresno General Plan. The current land uses called for in the 2035 Fresno General Plan at the project are Residential Multi Family and Commercial Community. The proposed project will have the current land use changed to Single Family. This will result in an overall reduction of project trips generated. Table 6 provides a comparison between the current and proposed land uses. Y&H 16-118 Page 13 There are five (5) traffic analysis scenarios that are required by City of Fresno Traffic Impact Study Report Guidelines. 1. Existing Conditions 2. Existing plus Project Conditions 3. Near Term (Existing plus Approved/Pending Projects plus Proposed Project) Conditions 4. Year 2035 No Project Conditions (Current Land use) 5. Year 2035 Cumulative plus Project Conditions The time periods of this type of study are weekday peak hours, which are: 1. 7:00 AM – 9:00 AM (AM Peak Hours) 2. 4:00 PM – 6:00 PM (PM Peak Hours) Based on correspondence with City staff, the study will include the following approved/pending projects: 1. Johnny Quick at Shaw Avenue and Hayes Avenue 2. Tract 5493 at Gettysburg Avenue and Bryan Avenue 3. Tract 6056 at Gettysburg Avenue and Bryan Avenue 4. Tract 6056 at Gettysburg Avenue and Bryan Avenue 5. Shaw / 99 Mixed-Use at Shaw Avenue and State Route 99 The 2035 Fresno City General Plan has established various degrees of acceptable level of service (LOS) on its major streets that are dependent on four 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’s. For those cases in which a LOS criterion for a roadway segment differs from that of the underlying TIZ, such criteria are identified in the roadway description. As all study facilities fall within TIZ III, LOS D is used to evaluate the potential significance of LOS impacts to intersections and segments within this traffic impact study pursuant to the 2035 General Plan. Guidelines for the Preparation of Traffic Impact Studies within the County of Fresno define the policy for LOS threshold as follow: LOS A, B, and C. LOS D is considered acceptable on urban roadways within the sphere of influence of the Cities of Fresno and Clovis. LOS C is considered acceptable on all other roadways in the County. The LOS standards as defined by Caltrans’ Guide1: The LOS for operating State highway facilities is based upon measures of effectiveness (MOEs). These MOEs describe the measures best suited for analyzing State highway facilities. Caltrans 1 Caltrans Guide for the Preparation of Traffic Impact Studies, December 2002. Y&H 16-118 Page 14 endeavors to maintain a target LOS at the transition between LOS “C” and “D” on State highway facilities, 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. If an existing State highway facility is operating at less than the appropriate target LOS, the existing MOE should be maintained. Y&H 16-118 Page 15 SECTION 3 – TRAFFIC ANALYSIS This TIS report generally provides a planning-level analysis of traffic conditions, which is considered sufficient for California Environmental Quality Act/National Environmental Policy Act (CEQA/NEPA) purposes. Level of service analyses were performed for all of the study intersections. The unsignalized and signalized intersection analyses were performed using Synchro 9 software of Trafficware, which utilizes Highway Capacity Manual (HCM) 2010 methodologies in its calculation of approach control delays for all-way stop and 2-way stop controlled intersections. Synchro does not allow the use of the 2010 methodologies for un-controlled intersection but allows for the use of HCM 2000 methodologies. Any intersection that is uncontrolled was modeled using Synchro HCM 2000. For signalized and all-way stop controlled intersections, results of analyses of different scenarios will be presented showing the average control delay. For two-way stop controlled intersection, the worst-case scenario for one of the approaches will be presented as the result. Table 3: Level of Service Criteria for Two-Way, and All-Way Stop-Controlled Intersections2 2 Highway Capacity Manual (HCM2010), Transportation Research Board, 2010, Chapter 20. Average Control Delay (s/veh) Level of Service By volume to capacity Description 0-10 A Little or no traffic delay. All drivers find freedom of operation. Very rarely more than one vehicle in queue. > 10-15 B Short traffic delay. Some drivers begin to consider the delay troublesome. Seldom there is more than one vehicle in queue. > 15-25 C Normal traffic delay. Most drivers feel restricted, but tolerably so. Often there is more than one vehicle in queue. > 25-35 D Long traffic delay. Drivers feel restricted. Most often, there is more than one vehicle in queue. > 35-50 E Very long traffic delay. Drivers find delays approaching intolerable levels. There is frequently more than one vehicle in queue. This level denotes a state in which the demand is close or equal to the probable maximum number of vehicles that can be accommodated by the movement. > 50 F Stop and go traffic delay. Very constrained flow. Represents an intersection failure situation that is caused by geometric and/or operational constraints external to the intersection. Y&H 16-118 Page 16 95th-percentile queue length was calculated to check the adequacy of available storage of existing left- turn pocket. Calculation of the 95th percentile queue length for all intersections were done using the Synchro 9 software which uses HCM 2010 methodologies. The 95th-percentile queue lengths are included on each Synchro 9 report, and tabulated to be easily referenced in each scenario. Average Control Delay (s/veh) Level of Service By volume to capacity Description 0-10 A Progression is very favorable. Most vehicles arrive during green signal and do not stop. Short cycle lengths may also contribute to low delay. > 10-20 B Progression is good and/or cycle lengths are short. More vehicles stop than for LOS A, causing higher levels of average delay. > 20-35 C Progression is fair and/or cycle lengths are longer. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, though many vehicles still pass through without stopping. > 35-55 D Progression is unfavorable, cycle lengths are long, or has a high flow rate to capacity ratio. Many vehicles stop, and the proportion of vehicles not stopping diminishes. Individual cycle failures are obvious. > 55-80 E Progression is poor, cycle lengths are long, and has a high flow rate to capacity ratio. Individual cycle failures are frequent occurrences. > 80 F Progression is very poor, cycle lengths are long. Many individual cycle failures. Arrival flow rates exceed the capacity of the intersection. This level is considered unacceptable to most drivers. Table 4: Level of Service Criteria for Signalized Intersection3 The length of a new left-turn pocket was calculated using Highway Design Manual4 recommendations. The pocket length should be designed to be able to accommodate the number of turning vehicles likely to arrive in an average 2-minute period during the peak hour or minimum space of 50 feet for 2 passenger cars. In case of 10% truck traffic or more, minimum space for 1 passenger car and 1 truck is to be provided. 3 Highway Capacity Manual (HCM2010), Chapter 16 Exhibit 18-4. 4 Highway Design Manual, California Department of Transportation, 2012 Chapter 400. Y&H 16-118 Page 17 Each traffic count was used to calculate a peak hour factor (PHF) and they were utilized in the existing and near future traffic analyses (Existing, Existing plus Project and Near Term scenarios). Otherwise, the default PHF of 0.92 for urban condition as provided in the HCM 2010 methodologies was used in the future year scenario analyses. If the LOS fell below the acceptable level of the analyzed all way stop-controlled intersection, a traffic signal warrant analysis was not performed, as this would be the only recommended method of mitigation. Given the out years that a signal would be needed and with the City maintaining an active list of warranted signals, peak hour future year warrants are very speculative for future years. The investigation of the need for a traffic control signal at any intersection is standardized by the California MUTCD. The nature of this study was to collect the traffic counts during peak hour conditions; therefore, the only traffic signal warrant checked, if mitigation was needed for existing or existing plus project, was Warrant 3, Peak Hour in accordance with the California MUTCD. MUTCD further states that ‘the satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.’ Traffic signal warrants can be found in Appendix E. However, prior to proceeding with a final determination to install a traffic signal at an intersection, an engineering study of traffic conditions, pedestrian characteristics, and physical characteristics of the location is performed to determine whether installation of a traffic control signal is justified at a particular location.5 All of the parameters and values used and/or assumed in this study are set forth in the City of Fresno’s Traffic Impact Study Guidelines. 3.01 Scenario 1: Existing Traffic Conditions Existing Network, Site Visit, and Traffic Counts Site visits were conducted to inspect the existing conditions, which include the determination of existing lane configurations and turn pocket lengths. Traffic counts for all study intersections and road segments were performed on Tuesday, September 12, 2017, pursuant to the acceptable standards as specified in Caltrans’ Guide for the Preparation of Traffic Impact Studies. All traffic data sheets are included in Appendix A. The Table 5 shows the existing conditions of the transportation facilities of the subject streets associated with this study. 5 California Manual of Uniform Traffic Control Devices Revision 3, March 9, 2018, Chapter 4C. Y&H 16-118 Page 18 General Plan Street Name Classification Direction # of Lanes Speed Limit Divided/ Undivided Bike Lanes 2035 City of Fresno General Plan - Land Use and Circulation Map Shaw Avenue Arterial EB 1 45 Undivided No WB 1 45 No Garfield Avenue Collector NB 1 40 Undivided No SB 1 40 No Grantland Avenue Arterial NB 1 40 Divided/ Undivided No SB 1 40 No Bryan Avenue Collector NB 1 45 Undivided No SB 1 45 No Hayes Avenue Collector NB 1 45 Undivided No SB 1 45 No Polk Avenue Arterial NB 1 35 Undivided No SB 1 35 No Barstow Avenue Collector EB 1 40 Divided/ Undivided No WB 1 40 No Ashlan Avenue Arterial EB 1 50 Divided No WB 2 50 Yes Bullard Avenue Collector EB 2 40 Divided Yes WB 2 40 Yes Table 5: Project Vicinity Existing Conditions Intersection Lane Configurations and Level of Service The intersection of Shaw Avenue and Garfield Avenue is served by two-way stop control for the NB and SB approaches. The intersection of Shaw Avenue and Grantland Avenue is served by a traffic signal. The intersection of Shaw Avenue & Bryan Avenue is a tee intersection with stop control for the NB approach. The intersection of Shaw Avenue & Hayes Avenue is a tee intersection with stop control for the NB approach. The intersection of Shaw Avenue and Polk Avenue is served by a traffic signal. The intersection of Barstow Avenue and Grantland Avenue is served by a two-way stop control for the EB and WB approaches. The intersection of Ashlan Avenue and Grantland Avenue is a tee intersection with stop control for the WB approach. The intersection of Bullard Avenue and Grantland Avenue is served by a two-way stop control for the EB and WB approaches. All lane configurations of the study nodes have been included on Figure 3. Y&H 16-118 Page 19 Figure 4 illustrates the existing peak hour traffic volumes at the study intersections during AM and PM peak hours. Based on the existing lane configurations and the existing traffic volumes, the intersections were analyzed for the existing level of services. Table 1 and Figure 5 presents the analysis of the existing levels of service for the study intersections. Table 2 presents the Queue Analysis for the study intersections. For Existing Conditions, the current deficiencies are as follows: Existing Deficiencies 1-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 158 feet during the AM peak hour which exceeds the existing 150 feet storage length. Existing Deficiencies 1-2 (Shaw & Polk – Node 5) The intersection of Shaw Avenue & Polk Avenue has an AM peak hour Level of Service (LOS) E. The westbound left turn lane has a 95th percentile queue length of 331 feet during the AM peak hour and 464 feet during the PM peak hour which exceeds the existing 160 feet storage length. The southbound left turn lane has a 95th percentile queue length of 309 feet during the AM peak hour and 190 feet during the PM peak hour which exceeds the existing 160 feet storage length. All other study intersections are operating within a satisfactory level of service in accordance with the City of Fresno and the County of Fresno standards. 3.02 Scenario 2: Existing plus Project Conditions The Project is proposed Tentative Tract Map (TTM) No. 6098, located at the northwest corner of Shaw Avenue and Grantland Avenue, see Figure 1. The proposed land use is single family residential, which is not consistent with the existing zoning of the City of Fresno 2035 General Plan. The current land uses called for in the 2035 Fresno General Plan at the project site are Residential Multi Family and Commercial Community. The proposed project will have the current land use changed to Single Family. The size of the proposed TTM is 164 dwelling units in approximately 27.71 acres. The TTM is shown in attached Figure 2. Trip Generation Table 6 presents a comparison between the current and proposed land uses. For current land uses it was assumed that the same total site area would be used and split between Residential Multi Family and Community Commercial with 30 KSF of gross leasable area. Y&H 16-118 Page 20 Table 7 provides the current land uses Trip Generation. The proposed Project Trip Generation is shown in Table 8. The change in land use to Single Family will result in an overall decrease in project trips. Zoning *DU/Acre Size (Acres) ITE Code Description Weekday Weekday Possible DU Possible Total Weekday Trips Generated Rate per DU Rate Per **GLA Single Family (RS-4) 6 27.71 210 Single Family Detached Housing 9.52 - 166 1580 Residential Multi Family (RM-2) 30 14.62 220 Apartment 6.65 - 438 2,912 Zoning *DU/Acre GLA Size (KSF) ITE Code Description Weekday Weekday Possible DU Possible Total Weekday Trips Generated Rate per DU Rate Per **GLA Community Commercial (CC) - 30 820 Shopping Center - 42.70 1281 Table 6: Land Use Trip Comparison Land Use/Zoning ITE Code Description Size Unit Weekday AM Peak Hour PM Peak Hour Rate Total Rate % Split Enter Exit Rate % Split Enter Exit Residential Multi Family (RM-2) 220 Apartment 438 6.65 2,912 0.51 45 179 0.62 177 95 units 20 / 80 65 / 35 Commercial Community (CC) 820 Shopping Center 30 42.7 1,281 0.96 18 11 3.71 54 58 ksf 62 / 38 48 / 52 TOTAL 253 384 Table 7: Current Land Use Trip Generation Land Use/Zoning ITE Code Description Size Unit Weekday AM Peak Hour PM Peak Hour Rate Total Rate % Split Enter Exit Rate % Split Enter Exit Single Family 210 Single Family Detached Housing 164 9.52 1,561 0.75 31 92 1.00 104 60 units 25 / 75 63 / 37 TOTAL 123 164 Table 8: Proposed Project Trip Generation Y&H 16-118 Page 21 To estimate the number of trips generated, the data from the latest Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition, was used. Trips generated by the project were used and combined with future projects to estimate the number of vehicles utilizing the adjacent transportation network. Trip Distribution The three most commonly acceptable methods for estimating trip distribution are by analogy, model and surrogate data. The analyses performed in this report were developed based on the travel model run by Council of Fresno County Governments (COG), who adopts and maintains a regional travel model. All Fresno COG travel model data output for model base year and 2035 are attached in Appendix C. Pursuant to City of Fresno’s Traffic Impact Study Report Guidelines, trip distribution shall be based on existing travel patterns, locations of complimentary land uses, and model runs of the Fresno COG travel model. The trip distribution shown on this report was based on the Fresno COG model, which forecasts the travel behavior of the future homeowners and residents to and from this Project to the locations of their residence and other service providers, including the routes they would likely choose to get to their destinations. Shaw Avenue and Veterans Boulevard is assumed to be completed by 2035 as shown in the 2035 With Project Fresno COG model, 2035 No Project Fresno COG model and Fresno COG’s Year 2035 Select Zone Project travel model. To account for existing and near term conditions for Project only trip distribution the Shaw Avenue and Veterans Boulevard segments were ignored and trips redistributed as shown in Figure 8. For all future scenarios, trips were distributed with the Shaw Avenue and Veterans Boulevard segments as provided in the COG models. This is shown in Figure 20 with trips generated by the Project’s current land use and in Figure 24 with trips generated by the Project’s proposed land use. Site Access and Circulation A review of the proposed Project Tentative Tract Map for the site access and internal circulation was performed at the time this report was written and no deficiency was found. Traffic calming measures to reduce vehicle speeds to residential speeds are to be incorporated in roadway segments greater than 700 feet. The site layout does not include any roadway segments greater than 700 feet therefore no traffic calming measures were used. Upon revision to final approval, additional review of the map could be required as the land use and/or building sizes might change from what was used for this study. Project ingress and egress points are located along Grantland Avenue and Shaw Avenue, one each. According to the ITE Transportation and Land Development handbook, the project driveways are within the recommendations prescribed for access design, which in this case should be spaced further than a stopping sight distance of 250 feet. Y&H 16-118 Page 22 Figure 6 shows the project trip distribution, derived from the Fresno COG’s Year 2035 Select Zone travel model, at each study node to and from the Project. The Project trips were modified from the Fresno COG model to have both access points serving an equal share of trips. Figure 8 illustrates the calculated trip assignment using points of access on Grantland Avenue and Shaw Avenue. Intersection Lane Configurations and Level of Service The Project trips assignment for each study intersection are shown as Figure 8 and were added to the existing traffic volumes at the study intersections, as shown in Figure 9 and used for the intersection analyses. The results of analyses for this scenario are compiled in Table 1 and levels of service are shown in Figure 10. The impacts in this scenario are as follows: Impact 2-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 198 feet during the AM peak hour and 166 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 2-2 (Shaw & Hayes – Node 4) The intersection of Shaw Avenue & Hayes Avenue is projected to be impacted during the AM peak hour with a LOS E. Impact 2-3 (Shaw & Polk – Node 5) Under this scenario, the intersections of Shaw Avenue and Polk Avenue continues to operate at LOS E. The westbound left turn lane has a 95th percentile queue length of 331 feet during the AM peak hour and 464 feet during the PM peak hour which exceeds the existing 160 feet storage length. The southbound left turn lane has a 95th percentile queue length of 321 feet during the AM peak hour and 190 feet during the PM peak hour which exceeds the existing 160 feet storage length. 3.03 Scenario 2A: Mitigated Existing plus Project Conditions Mitigation 2-1 (Shaw and Grantland – Node 2) The extension of the southbound left turn storage lane from 150 feet to 250 feet at Shaw Avenue and Grantland Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 2-2 (Shaw and Hayes – Node 4) The addition of a dedicated 100 feet northbound right left turn will reduce the delay at the intersection to a Level of Service C at Shaw Avenue and Hayes Avenue. Y&H 16-118 Page 23 Mitigation 2-3 (Shaw and Polk – Node 5) The addition of a second 160 feet southbound left turn will reduce the delay at the intersection to a LOS D at Shaw Avenue and Polk Avenue. The addition of a second 160 feet southbound left turn will also provide adequate storage between the turn lanes for the southbound left turn traffic. The westbound left turn lane will require restriping to extend the storage length to 400 feet. Overlap phasing is also recommended for the northbound right turn with the westbound left turn. Currently, westbound U-turn is prohibited. Traffic and roadway geometrics will need to be redesigned and improved to accommodate the alignment of the new southbound left turn lane and prevent significant northbound and southbound through lane skew. It shall be noted that as part of preliminary planning studies conducted by Caltrans, this intersection is planned to be substantially modified as part of a future State Route 99 at Shaw Avenue interchange project. The recommended mitigation measures will involve major improvements for minor reductions in delay, which will only be changed in the future interchange improvements. It is therefore recommended that the Project pay the City of Fresno TSMI fee, which includes future traffic signal upgrades at this intersection and will be included in the future State Route 99 at Shaw Avenue interchange improvements. 3.04 Scenario 3: Near Term Conditions Analyses under the Near Term scenario utilized the trips generated by the proposed Project and with other approved/pending projects to be added to the existing traffic volumes. Trip Generation Upon discussing with City staff, there are four projects approved or pending during the time of this study that contribute trips at the study intersections. The trips generated for the Near Term projects are shown in Table 8. Table 9: Approved/Pending Projects Trip Generation Johnny Quick Shaw Avenue and Hayes Avenue 362 28 32 Tract 5493 Gettysburg Avenue and Bryan Avenue 2,364 183 247 Tract 6056 Gettysburg Avenue and Bryan Avenue 1,704 134 179 Shaw / 99 Mixed-Use Shaw Avenue and State Route 99 3,423 309 330 PM Peak Hour Approved or Pending Project Name Project Location AM Peak Hour Daily Trips Y&H 16-118 Page 24 Trip Distribution This scenario assumes the intersection layouts and traffic controls presented in the Existing plus Project scenario will remain in place with the exception of Bullard Avenue and Grantland Avenue. Bullard Avenue and Grantland Avenue is assumed to be modified to a signal controlled intersection and geometric layout changes per City of Fresno project PW00781. The lane configuration for this scenario can be seen on Figure 7 and Figure 13. Figure 14 illustrates trip distribution from the pending/approved projects which were based on the traffic impact studies for the approved/pending projects listed in Table 7. Intersection Level of Service The AM and PM peak hours traffic volumes for the near term conditions are shown in Figure 15. Table 1 presents the control delays for each node with the corresponding level of service, as illustrated in Figure 16. The impact for this scenario are as follows: Impact 3-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw Avenue and Grantland Avenue has a 95th percentile queue length of 214 feet during the AM peak hour and 190 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 3-2 (Shaw & Hayes – Node 4) Under this scenario, the intersection of Shaw Avenue & Hayes Avenue is projected to be impacted during the AM and PM peak hours with a LOS F and E respectively. Impact 3-3 (Shaw & Polk – Node 5) Under this scenario, the intersections of Shaw Avenue and Polk Avenue is projected to be impacted during the AM peak hour with a LOS F. The west bound left turn lane has a 95th percentile queue length of 324 feet during the AM peak hour and 471 feet during the PM peak hour which exceeds the existing 160 feet storage length. The south bound left turn lane has a 95th percentile queue length of 380 feet during the AM peak hour and 274 feet during the PM peak hour which exceeds the existing 160 feet storage length. Y&H 16-118 Page 25 3.05 Scenario 3A: Mitigated Near Term Conditions Mitigation 3-1 (Shaw and Grantland – Node 2) The extension of the southbound left turn storage lane from 150 feet to 250 feet at Shaw Avenue and Grantland Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 3-2 (Shaw and Hayes – Node 4) This intersection will need to be signalized to meet an acceptable LOS for the Near Term conditions. Also the addition of a dedicated 150 feet westbound left turn lane and a 100 feet right turn lane is recommended. These mitigations will reduce the delay of the intersection at Shaw Avenue and Hayes Avenue to a LOS C. Mitigation 3-3 (Shaw and Polk – Node 5) It is recommended for this intersection to implement the same mitigations recommended for the Mitigated Existing plus Project scenario. The delay will be reduced to a LOS D. 3.06 Scenario 4: Year 2035 No Project Conditions Under this scenario, a separate 2035 No Project model was provided by Fresno COG. This model uses the current Fresno 2035 General Plan land use to generate No Project trips and assumes the same project site location and access points at Shaw Avenue and Grantland Avenue. The Project trips were modified from the Fresno COG model to have both access points serving an equal share of trips for the AM and PM peak hours. The No Project only trips are presented in Figure 20. The traffic volumes to be analyzed for this scenario (Figure 21) are derived by subtracting the Project only trips (Figure 24) from the Year 2035 Cumulative plus Project Volumes (Figure 25) and then adding the No Project only trips. Intersection Lane Configurations The assumed lane configurations for this scenario are shown in Figure 19. Shaw Avenue and Bryan Avenue, Shaw Avenue and Hayes Avenue, Shaw Avenue and Polk/SR 99, and Ashlan Avenue and Grantland Avenue are assumed to be modified to full build out or near full build out per their respective City of Fresno 2035 General plan road way classification in order to accommodate the projected future volumes and segment additions. It is also assumed that Shaw Avenue and Veterans Boulevard will be built by Year 2035. The lane configuration for Shaw Avenue and Veterans Boulevard is based the Draft Project Report (06-Fre-99, PM 28.88/30.11) dated July 2013. Y&H 16-118 Page 26 Intersection Level of Service Table 1 presents the control delays for each node with the corresponding level of service, as illustrated in Figure 22. The impact for this scenario are as follows: Impact 4-1 (Shaw & Grantland – Node 2) Under this scenario, the intersections of Shaw Avenue and Grantland Avenue is projected to be impacted during the AM peak hour with a LOS of E. The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 276 feet during the AM peak hour and 291 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 4-2 (Shaw & Bryan – Node 3) The westbound left turn lane at Shaw Avenue and Bryan Avenue has a 95th percentile queue length of 256 feet during the AM peak hour and 293 feet during the PM peak hour which exceeds the existing 250 feet storage length. Impact 4-3 (Shaw & Hayes – Node 4) The westbound left turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 104 feet during the AM peak hour and 295 feet during the PM peak hour which exceeds the near term recommended mitigation of 150 feet storage length. The northbound right turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 53 feet during the AM peak hour and 129 feet during the PM peak hour which exceeds the existing plus project recommended mitigation of 100 feet storage length. Impact 4-4 (Shaw & Polk – Node 5) Under this scenario, the intersections of Shaw Avenue and Polk Avenue is projected to be impacted during the PM peak hour with a LOS of E. The northbound left turn lane at Shaw and Polk has a 95th percentile queue length of 285 feet during the AM peak hour and 246 feet during the PM peak hour which exceeds the existing 100 feet storage length. The dual southbound left turn lane at Shaw and Polk has a 95th percentile queue length of 173 feet during the AM peak hour and 230 feet during the PM peak hour which exceeds the existing plus project recommended mitigation of dual 160 feet storage lengths. Y&H 16-118 Page 27 Impact 4-5 (Barstow and Grantland – Node 6) Under this scenario, the intersection of Barstow Avenue & Grantland Avenue is projected to be impacted during the AM and PM peak hours with a Level of Service F. This is mainly from addition growth in the area and other existing and future trips traveling eastbound and westbound of the intersection with the completion of Veterans Boulevard. 3.07 Scenario 5: Year 2035 Cumulative Plus Project Conditions Under this scenario, the traffic volumes to be analyzed (Figure 24) were derived from the 2035 Plus Project COG model. As a base model from Fresno COG was not provided, the Increment Method was not used. Instead, for each node, a 2% annual growth for 17 years was assumed for the total approach volume and calculated from the existing volumes. This growth volume was then added to the Near Term volumes and served as a minimum “floor” volume. The turn volumes were then iterated based on 2035 Plus Project COG model peak hour total enter and exit approach volumes. Intersection Level of Service Table 1 presents the control delays for each node with the corresponding level of service, as illustrated in Figure 26. Impact 5-1 (Shaw & Grantland – Node 2) The southbound left turn lane at Shaw and Grantland has a 95th percentile queue length of 243 feet during the AM peak hour and 229 feet during the PM peak hour which exceeds the existing 150 feet storage length. Impact 5-2 (Shaw & Bryan – Node 3) The westbound left turn lane at Shaw and Bryan has a 95th percentile queue length of 256 feet during the AM peak hour and 293 feet during the PM peak hour which exceeds the existing 250 feet storage length. Impact 5-3 (Shaw & Hayes – Node 4) The westbound left turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 104 feet during the AM peak hour and 294 feet during the PM peak hour which exceeds the near term recommended mitigation of 150 feet storage length. The northbound right turn lane at Shaw Avenue and Hayes Avenue has a 95th percentile queue length of 53 feet during the AM peak hour and 126 feet during the PM peak hour which exceeds the existing plus project recommended mitigation of 100 feet storage length. Y&H 16-118 Page 28 Impact 5-4 (Shaw & Polk – Node 5) The north bound left turn lane at Shaw and Polk has a 95th percentile queue length of 285 feet during the AM peak hour and 246 feet during the PM peak hour which exceeds the existing 100 feet storage length. The south bound left turn lanes at Shaw and Polk has a 95th percentile queue length of 173 feet during the AM peak hour and 230 feet during the PM peak hour which exceeds the dual 160 feet storage lengths recommended in the Existing plus Project and Near Term mitigations. Impact 5-5 (Barstow and Grantland – Node 6) Under this scenario, the intersection of Barstow Avenue & Grantland Avenue is projected to be impacted during the AM and PM peak hours with a Level of Service F. This is mainly from additional growth in the area and other existing and future trips traveling eastbound and westbound of the intersection with the completion of Veterans Boulevard. 3.08 Scenario 5A: Mitigated Year 2035 Cumulative Plus Project Conditions Mitigation 5A-1 (Shaw and Grantland – Node 2) The extension of the southbound left turn storage lane from 150 feet to 250 feet at Shaw Avenue and Grantland Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-2 (Shaw and Bryan – Node 3) The extension of the westbound left turn storage lane from 250 feet to 300 feet at Shaw Avenue and Bryan Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-3 (Shaw and Hayes – Node 3) The extension of the westbound left turn storage lane from 150 feet to 300 feet at Shaw Avenue and Hayes Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. The extension of the northbound right turn storage lane from 100 feet to 150 feet at Shaw Avenue and Hayes Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-4 (Shaw and Polk – Node 5) Y&H 16-118 Page 29 The extension of the northbound left turn storage lane from 100 feet to 300 feet at Shaw Avenue and Polk Avenue will provide adequate storage during both AM and PM peak hour northbound left turn traffic. The extension of the dual southbound left turn storage lanes from 160 feet to 250 feet at Shaw Avenue and Polk Avenue will provide adequate storage during both AM and PM peak hour southbound left turn traffic. Mitigation 5A-5 (Barstow & Grantland – Node 6) The intersection will need to be signalized and geometrics modified per Figure 27 to meet an acceptable LOS for the cumulative condition. These mitigations will decrease the delay to a LOS C. SECTION 4 – CONCLUSIONS AND RECOMMENDATIONS The Project proponent is required to contribute its fair share of mitigation measures identified in the Near Term and Cumulative Year 2035 plus Project scenarios with payment of the applicable City of Fresno fees: Traffic Signal Mitigation Impact (TSMI) Fee and Fresno Major Street Impact (FMSI) Fee. Any reimbursable cost of mitigation improvements constructed by the Project that are qualified under TSMI and FMSI fee programs shall be credited against the total fee. FIGURES APPENDIX APPENDIX A Traffic Data Sheets Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 1 1 8 2 40 0 16 70 1 7 0 95 5 5 7:15 AM - 7:30 AM 1 2 0 0 8 0 10 1 17 92 1 6 1 59 3 5 7:30 AM - 7:45 AM 1 1 0 0 2 1 18 0 8 53 0 4 0 52 9 2 7:45 AM - 8:00 AM 1 1 0 0 7 2 11 0 11 53 0 1 0 52 4 3 8:00 AM - 8:15 AM 0 1 0 0 7 0 5 0 10 64 0 2 0 34 1 1 8:15 AM - 8:30 AM 0 0 0 0 7 2 13 0 3 49 0 1 0 40 4 1 8:30 AM - 8:45 AM 0 0 0 0 5 1 6 1 3 56 0 4 0 43 1 2 8:45 AM - 9:00 AM 0 0 1 0 2 1 5 0 6 59 0 3 1 27 0 1 TOTAL 3 7 2 1 46 9 108 2 74 496 2 28 2 402 27 20 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 2 2 8 1 10 54 0 2 0 50 5 3 4:15 PM - 4:30 PM 0 0 1 0 3 0 11 0 8 58 0 1 0 69 5 3 4:30 PM - 4:45 PM 0 0 0 0 1 1 6 0 8 73 0 3 1 50 1 1 4:45 PM - 5:00 PM 0 0 2 0 3 1 9 0 6 58 1 2 0 56 6 2 5:00 PM - 5:15 PM 0 0 0 0 0 1 6 0 10 62 0 2 3 58 2 2 5:15 PM - 5:30 PM 1 1 0 0 5 1 13 0 8 61 1 1 1 62 8 0 5:30 PM - 5:45 PM 0 0 0 0 5 3 6 1 8 55 0 3 0 62 5 3 5:45 PM - 6:00 PM 0 0 0 0 3 0 8 0 2 54 0 1 1 67 6 1 TOTAL 1 1 3 0 22 9 67 2 60 475 2 15 6 474 38 15 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 3 6 1 1 25 5 79 1 52 268 2 18 1 258 21 15 PHF 0.75 0.75 0.25 0.78 0.63 0.49 0.76 0.73 0.50 0.25 0.68 0.58 4:45 PM - 5:45 PM 1 1 2 0 13 6 34 1 32 236 2 8 4 238 21 7 PHF 0.25 0.25 0.25 0.65 0.50 0.65 0.80 0.95 0.50 0.33 0.96 0.66 PHF Trucks PHF AM 0.751 4.9%PM 34 6 13 0.697 PM 0.910 2.7%AM 79 5 25 0.545 PHF 0.938 0.732 AM PM 32 52 21 21 236 268 258 238 2 2 1 4 PM AM PHF 0.7 0.926 PHF 0.833 3 6 1 AM 0.5 1 1 2 PM Turning Movement Report Southbound Shaw Ave @ Garfield Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8078 -119.9255 Page 1 of 3N Garfield Ave N Garfield Ave W Shaw AveW Shaw Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 0 PM 0 0 0 0 PM Peak Total 0 0 AM 0 0 0 0 Peds <>0 0 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 0 PM Turning Movement Report Shaw Ave @ Garfield Ave 36.8078 Fresno -119.9255 Tuesday, September 12, 2017 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Garfield Ave W Shaw Ave W Shaw Ave N Garfield Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPEN/A Turning Movement Report Shaw Ave @ Garfield Ave Fresno Tuesday, September 12, 2017 N Garfield Ave / N Garfield Ave W Shaw Ave / W Shaw Ave Clear Two Way Stop COMMENTS Page 3 of 3 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 3 50 87 100 240 AM 3 18 110 63 194 2 21 61 61 145 2 20 64 56 142 INTERSECTION TOTAL 721 PHF 0.75 APPROACH TOTALS TOTALS 2 13 65 62 142 PM 0 7 72 63 142 2 19 70 71 162 0 14 63 67 144 INTERSECTION TOTAL 590 PHF 0.91 Shaw Ave @ Garfield Ave 36.8078 Fresno -119.9255 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 7 32 8 3 39 46 40 4 15 52 6 4 3 57 16 4 7:15 AM - 7:30 AM 6 41 11 1 40 37 18 0 28 79 3 4 7 49 24 7 7:30 AM - 7:45 AM 5 39 10 3 19 47 21 5 23 44 2 3 5 40 27 4 7:45 AM - 8:00 AM 3 35 4 4 26 33 18 2 13 49 7 0 6 45 16 2 8:00 AM - 8:15 AM 5 17 3 2 38 18 10 3 8 68 6 3 5 27 27 2 8:15 AM - 8:30 AM 5 24 8 2 35 20 11 5 17 38 5 1 4 37 32 4 8:30 AM - 8:45 AM 3 23 6 3 27 26 16 7 13 50 1 2 5 32 17 4 8:45 AM - 9:00 AM 2 20 9 0 23 17 6 2 6 53 4 2 4 27 14 3 TOTAL 36 231 59 18 247 244 140 28 123 433 34 19 39 314 173 30 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 6 29 8 2 26 21 9 6 23 44 1 3 6 45 34 3 4:15 PM - 4:30 PM 6 42 2 1 17 27 12 5 22 53 4 1 11 60 17 4 4:30 PM - 4:45 PM 6 42 5 3 27 22 11 4 27 54 4 2 2 44 24 0 4:45 PM - 5:00 PM 3 29 2 1 31 26 7 2 17 45 6 1 7 62 31 2 5:00 PM - 5:15 PM 1 35 7 1 22 38 12 2 19 40 2 2 5 56 29 1 5:15 PM - 5:30 PM 1 21 10 1 21 35 19 0 17 60 4 0 10 64 31 1 5:30 PM - 5:45 PM 2 38 17 0 29 37 17 1 18 49 3 3 8 54 24 2 5:45 PM - 6:00 PM 2 43 15 1 33 35 11 1 15 47 0 1 6 61 32 2 TOTAL 27 279 66 10 206 241 98 21 158 392 24 13 55 446 222 15 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 21 147 33 11 124 163 97 11 79 224 18 11 21 191 83 17 PHF 0.75 0.90 0.75 0.78 0.87 0.61 0.71 0.71 0.64 0.75 0.84 0.77 5:00 PM - 6:00 PM 6 137 49 3 105 145 59 4 69 196 9 6 29 235 116 6 PHF 0.75 0.80 0.72 0.80 0.95 0.78 0.91 0.82 0.56 0.73 0.92 0.91 PHF Trucks PHF AM 0.875 4.2%PM 59 145 105 0.931 PM 0.963 1.6%AM 97 163 124 0.768 PHF 0.846 0.73 AM PM 69 79 83 116 196 224 191 235 9 18 21 29 PM AM PHF 0.922 0.905 PHF 0.866 21 147 33 AM 0.8 6 137 49 PM Turning Movement Report Southbound Shaw Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8079 -119.9165 Page 1 of 3N Garfield Ave N Grantland Ave W Shaw AveW Shaw Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 6:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 0 PM 0 0 0 1 PM Peak Total 0 1 AM 0 0 0 0 Peds <>0 0 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 0 PM Turning Movement Report Shaw Ave @ Grantland Ave 36.8079 Fresno -119.9165 Tuesday, September 12, 2017 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Grantland Ave W Shaw Ave W Shaw Ave N Garfield Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPE85 Seconds Turning Movement Report Shaw Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 N Grantland Ave / N Garfield Ave W Shaw Ave / W Shaw Ave Clear Signal COMMENTS All approaches have protected left turns. Page 3 of 3 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 47 125 73 76 321 AM 58 95 110 80 343 54 87 69 72 282 42 77 69 67 255 INTERSECTION TOTAL 1201 PHF 0.88 APPROACH TOTALS TOTALS 43 72 61 90 266 PM 32 75 81 105 293 57 83 70 86 296 60 79 62 99 300 INTERSECTION TOTAL 1155 PHF 0.96 Shaw Ave @ Grantland Ave 36.8079 Fresno -119.9165 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 22 0 0 0 0 0 0 87 13 4 20 79 0 4 7:15 AM - 7:30 AM 6 0 28 0 0 0 0 0 0 110 15 3 35 73 0 10 7:30 AM - 7:45 AM 10 0 30 1 0 0 0 0 0 66 10 4 38 63 0 5 7:45 AM - 8:00 AM 4 0 13 0 0 0 0 0 0 65 13 3 19 62 0 2 8:00 AM - 8:15 AM 7 0 18 1 0 0 0 0 0 98 12 6 22 52 0 3 8:15 AM - 8:30 AM 12 0 24 2 0 0 0 0 0 78 7 3 22 62 0 4 8:30 AM - 8:45 AM 4 0 19 0 0 0 0 0 0 76 3 9 3 51 0 3 8:45 AM - 9:00 AM 3 0 8 0 0 0 0 0 0 93 3 5 6 39 0 4 TOTAL 50 0 162 4 0 0 0 0 0 673 76 37 165 481 0 35 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 6 0 5 0 0 0 0 0 0 73 5 7 4 76 0 3 4:15 PM - 4:30 PM 7 0 8 0 0 0 0 0 0 71 2 3 17 93 0 4 4:30 PM - 4:45 PM 5 0 17 0 0 0 0 0 0 75 8 2 10 67 0 2 4:45 PM - 5:00 PM 5 0 5 1 0 0 0 0 0 66 10 3 15 90 0 2 5:00 PM - 5:15 PM 11 0 7 0 0 0 0 0 0 68 6 1 19 91 0 1 5:15 PM - 5:30 PM 6 0 11 0 0 0 0 0 0 79 11 1 26 90 0 2 5:30 PM - 5:45 PM 9 0 14 0 0 0 0 0 0 82 17 2 23 100 0 2 5:45 PM - 6:00 PM 11 0 12 0 0 0 0 0 0 87 9 1 15 84 0 2 TOTAL 60 0 79 1 0 0 0 0 0 601 68 20 129 691 0 18 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 24 0 93 1 0 0 0 0 0 328 51 14 112 277 0 21 PHF 0.60 0.78 0.75 0.85 0.74 0.88 5:00 PM - 6:00 PM 37 0 44 0 0 0 0 0 0 316 43 5 83 365 0 7 PHF 0.84 0.79 0.91 0.63 0.80 0.91 PHF Trucks PHF AM 0.829 4.1%PM 0 0 0 ##### PM 0.906 1.4%AM 0 0 0 ##### PHF 0.907 0.758 AM PM 0 0 0 0 316 328 277 365 43 51 112 83 PM AM PHF 0.9 0.911 PHF 0.731 24 0 93 AM 0.88 37 0 44 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3N Bryan Ave W Shaw AveW Shaw Ave Northbound Westbound Turning Movement Report Southbound Shaw Ave @ Bryan Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8079 -119.9074 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 0 PM 0 0 0 0 PM Peak Total 2 0 AM 0 0 0 0 Peds <>0 0 AM PM 0 0 0 0 0 0 0 0 2 0 0 0 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 0 PM Westbound Bikes W.Leg Peds 0 W Shaw Ave W Shaw Ave N Bryan Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report Shaw Ave @ Bryan Ave 36.8079 Fresno -119.9074 Tuesday, September 12, 2017 Clear Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPE W Shaw Ave / W Shaw Ave Clear One Way Stop COMMENTS Page 3 of 3 N/A Turning Movement Report Shaw Ave @ Bryan Ave Fresno Tuesday, September 12, 2017 / N Bryan Ave LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 26 0 100 99 225 AM 34 0 125 108 267 40 0 76 101 217 17 0 78 81 176 INTERSECTION TOTAL 885 PHF 0.83 APPROACH TOTALS TOTALS 18 0 74 110 202 PM 17 0 90 116 223 23 0 99 123 245 23 0 96 99 218 INTERSECTION TOTAL 888 PHF 0.91 Shaw Ave @ Bryan Ave 36.8079 Fresno -119.9074 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 13 0 33 2 0 0 0 0 0 94 13 3 14 78 0 2 7:15 AM - 7:30 AM 24 0 45 2 0 0 0 0 0 130 14 3 6 86 0 9 7:30 AM - 7:45 AM 19 0 27 0 0 0 0 0 0 89 6 5 5 78 0 5 7:45 AM - 8:00 AM 13 0 26 1 0 0 0 0 0 69 9 2 11 71 0 2 8:00 AM - 8:15 AM 14 0 15 2 0 0 0 0 1 106 8 4 13 55 0 3 8:15 AM - 8:30 AM 13 0 19 1 0 0 0 0 0 92 8 3 11 73 0 4 8:30 AM - 8:45 AM 3 0 16 0 0 0 0 0 0 94 4 9 9 51 0 3 8:45 AM - 9:00 AM 5 0 12 1 0 0 0 0 0 97 4 4 11 44 0 4 TOTAL 104 0 193 9 0 0 0 0 1 771 66 33 80 536 0 32 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 14 0 14 1 0 0 0 0 0 72 6 7 20 66 0 3 4:15 PM - 4:30 PM 11 0 10 0 0 0 0 0 0 72 9 2 29 98 0 4 4:30 PM - 4:45 PM 3 0 15 0 0 0 0 0 0 83 11 2 31 82 0 3 4:45 PM - 5:00 PM 4 0 19 0 0 0 0 0 0 65 7 2 30 93 0 2 5:00 PM - 5:15 PM 9 0 10 0 0 0 0 0 0 59 16 1 21 107 0 2 5:15 PM - 5:30 PM 9 0 17 1 0 0 0 0 0 80 11 1 31 114 0 3 5:30 PM - 5:45 PM 2 0 11 0 0 0 0 0 0 86 9 2 16 112 0 1 5:45 PM - 6:00 PM 8 0 10 0 0 0 0 0 0 95 6 1 35 97 0 2 TOTAL 60 0 106 2 0 0 0 0 0 612 75 18 213 769 0 20 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 69 0 131 5 0 0 0 0 0 382 42 13 36 313 0 18 PHF 0.72 0.73 0.73 0.75 0.64 0.91 5:00 PM - 6:00 PM 28 0 48 1 0 0 0 0 0 320 42 5 103 430 0 8 PHF 0.78 0.71 0.84 0.66 0.74 0.94 PHF Trucks PHF AM 0.798 3.7%PM 0 0 0 ##### PM 0.927 1.4%AM 0 0 0 ##### PHF 0.896 0.736 AM PM 0 0 0 0 320 382 313 430 42 42 36 103 PM AM PHF 0.948 0.919 PHF 0.725 69 0 131 AM AM PM 0.731 28 0 48 PM Intersection PHF 0.78 0.736 Turning Movement Report Southbound Shaw Ave @ Hayes Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8080 -119.8985 Page 1 of 3N Hayes Ave W Shaw AveW Shaw Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 1 0 0 0 3 0 0 0 1 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 2 0 0 0 0 0 3 0 0 0 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 5:00 PM - 6:00 PM 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 2 PM 0 1 0 0 PM Peak Total 1 2 AM 0 0 0 0 Peds <>0 1 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>1 2 Peds <>0 0 0 0 AM 0 0 0 0 PM Turning Movement Report Shaw Ave @ Hayes Ave 36.8080 Fresno -119.8985 Tuesday, September 12, 2017 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds 0 W Shaw Ave W Shaw Ave N Hayes Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPEN/A Turning Movement Report Shaw Ave @ Hayes Ave Fresno Tuesday, September 12, 2017 / N Hayes Ave W Shaw Ave / W Shaw Ave Clear One Way Stop COMMENTS Page 3 of 3 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 46 0 107 92 245 AM 69 0 144 92 305 46 0 95 83 224 39 0 78 82 199 INTERSECTION TOTAL 973 PHF 0.80 APPROACH TOTALS TOTALS 19 0 75 128 222 PM 26 0 91 145 262 13 0 95 128 236 18 0 101 132 251 INTERSECTION TOTAL 971 PHF 0.93 Shaw Ave @ Hayes Ave 36.8080 Fresno -119.8985 Tuesday, September 12, 2017 Northbound Clear WestboundNorthboundSouthboundEastbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 9 13 99 2 48 35 4 1 1 102 15 6 79 78 16 3 7:15 AM - 7:30 AM 9 12 101 3 66 18 4 1 4 165 5 6 37 93 10 0 7:30 AM - 7:45 AM 4 7 115 3 42 10 0 0 5 118 6 5 59 73 19 2 7:45 AM - 8:00 AM 7 4 72 3 60 21 4 3 3 93 2 3 56 66 13 2 8:00 AM - 8:15 AM 8 7 86 3 50 7 2 0 3 96 13 5 73 57 10 2 8:15 AM - 8:30 AM 8 9 87 5 43 15 7 0 1 101 13 7 68 70 17 1 8:30 AM - 8:45 AM 5 9 75 1 48 10 0 0 2 101 11 7 42 52 14 1 8:45 AM - 9:00 AM 9 6 93 2 33 12 1 0 2 98 4 6 49 43 23 1 TOTAL 59 67 728 22 390 128 22 5 21 874 69 45 463 532 122 12 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 10 19 69 5 30 13 4 2 1 70 7 7 92 87 33 2 4:15 PM - 4:30 PM 6 11 69 3 26 16 3 0 2 79 8 2 109 116 46 1 4:30 PM - 4:45 PM 3 13 79 1 29 20 4 1 1 88 7 1 102 102 47 0 4:45 PM - 5:00 PM 5 12 65 1 33 14 5 0 3 78 6 1 116 119 53 2 5:00 PM - 5:15 PM 13 10 77 0 40 12 2 1 1 74 4 0 102 130 49 0 5:15 PM - 5:30 PM 8 13 86 1 31 21 1 0 0 84 6 1 93 124 58 2 5:30 PM - 5:45 PM 5 10 68 0 29 15 4 0 1 85 8 3 115 115 58 0 5:45 PM - 6:00 PM 3 11 64 1 28 18 4 0 1 96 13 1 117 121 42 2 TOTAL 53 99 577 12 246 129 27 4 10 654 59 16 846 914 386 9 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 29 36 387 11 216 84 12 5 13 478 28 20 231 310 58 7 PHF 0.81 0.69 0.84 0.82 0.60 0.75 0.65 0.72 0.47 0.73 0.83 0.76 5:00 PM - 6:00 PM 29 44 295 2 128 66 11 1 3 339 31 5 427 490 207 4 PHF 0.56 0.85 0.86 0.80 0.79 0.69 0.75 0.88 0.60 0.91 0.94 0.89 PHF Trucks PHF AM 0.898 2.3%PM 11 66 128 0.949 PM 0.986 0.6%AM 12 84 216 0.886 PHF 0.848 0.746 AM PM 3 13 58 207 339 478 310 490 31 28 231 427 PM AM PHF 0.866 0.976 PHF 0.897 29 36 387 AM 0.86 29 44 295 PM Turning Movement Report Southbound Shaw Ave @ Polk Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8081 -119.8895 Page 1 of 3N Polk Ave N Polk Ave W Shaw AveW Shaw Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM - 8:15 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 8:15 AM - 8:30 AM 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 2 8:30 AM - 8:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 2 1 0 1 0 4 0 0 0 2 0 0 0 4 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 7 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 1 0 0 0 2 0 0 0 2 0 0 0 0 TOTAL 0 0 0 4 0 1 0 2 0 0 0 7 0 0 0 7 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 1 0 0 0 3 0 0 0 2 0 0 0 1 5:00 PM - 6:00 PM 0 0 0 2 0 0 0 2 0 0 0 5 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 7 PM 0 0 0 2 PM Peak Total 0 9 AM 0 0 0 1 Peds <>0 1 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>2 5 Peds <>3 0 0 0 AM 2 0 0 0 PM Turning Movement Report Shaw Ave @ Polk Ave 36.8081 Fresno -119.8895 Tuesday, September 12, 2017 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Polk Ave W Shaw Ave W Shaw Ave N Polk Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPE122 Seconds Turning Movement Report Shaw Ave @ Polk Ave Fresno Tuesday, September 12, 2017 N Polk Ave / N Polk Ave W Shaw Ave / W Shaw Ave Clear Signal COMMENTS All approaches have protected left turns. Page 3 of 3 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 121 87 118 173 499 AM 122 88 174 140 524 126 52 129 151 458 83 85 98 135 401 INTERSECTION TOTAL 1882 PHF 0.90 APPROACH TOTALS TOTALS 100 54 79 281 514 PM 107 53 90 275 525 83 48 94 288 513 78 50 110 280 518 INTERSECTION TOTAL 2070 PHF 0.99 Shaw Ave @ Polk Ave 36.8081 Fresno -119.8895 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 3 75 0 5 3 93 8 2 5 3 12 0 3 6 2 0 7:15 AM - 7:30 AM 5 105 3 3 2 71 5 0 11 1 6 1 4 4 3 2 7:30 AM - 7:45 AM 3 95 1 3 3 66 2 5 5 3 9 0 6 5 0 0 7:45 AM - 8:00 AM 4 62 4 5 2 59 6 2 7 2 3 2 10 5 2 1 8:00 AM - 8:15 AM 4 66 3 4 4 57 5 4 1 4 5 0 1 3 3 2 8:15 AM - 8:30 AM 2 81 0 3 5 58 11 6 6 2 11 1 3 1 3 1 8:30 AM - 8:45 AM 5 56 2 3 2 54 4 7 9 2 7 0 1 1 3 0 8:45 AM - 9:00 AM 0 37 0 1 0 34 5 2 2 3 1 0 1 2 2 0 TOTAL 26 577 13 27 21 492 46 28 46 20 54 4 29 27 18 6 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 6 73 3 3 6 65 2 1 3 2 5 1 0 2 4 1 4:15 PM - 4:30 PM 6 78 7 1 5 63 3 0 5 3 3 1 4 0 3 2 4:30 PM - 4:45 PM 8 76 2 3 7 64 9 0 4 0 1 0 3 2 1 0 4:45 PM - 5:00 PM 8 63 4 2 2 74 11 4 3 1 3 0 1 4 5 0 5:00 PM - 5:15 PM 3 72 1 1 5 75 0 2 4 2 3 0 1 8 5 0 5:15 PM - 5:30 PM 6 52 5 1 4 71 7 2 1 1 4 0 3 7 0 0 5:30 PM - 5:45 PM 7 70 4 0 5 91 5 1 5 4 8 0 1 6 1 0 5:45 PM - 6:00 PM 8 84 4 1 3 72 8 2 8 4 5 0 4 7 5 0 TOTAL 52 568 30 12 37 575 45 12 33 17 32 2 17 36 24 3 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 15 337 8 16 10 289 21 9 28 9 30 3 23 20 7 3 PHF 0.75 0.80 0.50 0.83 0.78 0.66 0.64 0.75 0.63 0.58 0.83 0.58 5:00 PM - 6:00 PM 24 278 14 3 17 309 20 7 18 11 20 0 9 28 11 0 PHF 0.75 0.83 0.70 0.85 0.85 0.63 0.56 0.69 0.63 0.56 0.88 0.55 PHF Trucks PHF AM 0.906 3.9%PM 20 309 17 0.856 PM 0.895 1.3%AM 21 289 10 0.769 PHF 0.721 0.838 AM PM 18 28 7 11 11 9 20 28 20 30 23 9 PM AM PHF 0.735 0.75 PHF 0.796 15 337 8 AM 0.823 24 278 14 PM Turning Movement Report Southbound Barstow Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8152 -119.9165 Page 1 of 3N Grantland Ave N Grantland Ave W Barstow AveW Barstow Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 2 0 0 0 1 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TOTAL 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 1 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 4:15 PM - 4:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 1 2 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 1 0 0 1 1 0 0 0 0 1 3 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 0 PM 0 0 0 0 PM Peak Total 0 0 AM 0 0 0 0 Peds <>0 0 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 0 PM Turning Movement Report Barstow Ave @ Grantland Ave 36.8152 Fresno -119.9165 Tuesday, September 12, 2017 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Grantland Ave W Barstow Ave W Barstow Ave N Grantland Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPEN/A Turning Movement Report Barstow Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 N Grantland Ave / N Grantland Ave W Barstow Ave / W Barstow Ave Clear Two Way Stop COMMENTS Page 3 of 3 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 78 104 20 11 213 AM 113 78 18 11 220 99 71 17 11 198 70 67 12 17 166 INTERSECTION TOTAL 797 PHF 0.91 APPROACH TOTALS TOTALS 76 80 9 14 179 PM 63 82 6 10 161 81 101 17 8 207 96 83 17 16 212 INTERSECTION TOTAL 759 PHF 0.90 Barstow Ave @ Grantland Ave 36.8152 Fresno -119.9165 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 29 4 5 35 28 0 4 0 0 0 0 11 0 25 1 7:15 AM - 7:30 AM 0 23 13 2 16 36 0 0 0 0 0 0 25 0 33 1 7:30 AM - 7:45 AM 0 28 7 3 10 46 0 3 0 0 0 0 24 0 23 2 7:45 AM - 8:00 AM 0 23 4 3 5 32 0 0 0 0 0 0 7 0 12 1 8:00 AM - 8:15 AM 0 21 5 1 4 29 0 2 0 0 0 0 7 0 6 2 8:15 AM - 8:30 AM 0 27 3 3 5 25 0 3 0 0 0 0 4 0 18 7 8:30 AM - 8:45 AM 0 33 2 8 6 24 0 1 0 0 0 0 2 0 7 3 8:45 AM - 9:00 AM 0 20 3 1 4 17 0 2 0 0 0 0 6 0 11 3 TOTAL 0 204 41 26 85 237 0 15 0 0 0 0 86 0 135 20 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 0 34 11 2 10 24 0 1 0 0 0 0 6 0 14 2 4:15 PM - 4:30 PM 0 35 4 6 11 29 0 3 0 0 0 0 4 0 18 3 4:30 PM - 4:45 PM 0 23 5 3 8 29 0 4 0 0 0 0 3 0 21 2 4:45 PM - 5:00 PM 0 26 9 4 11 29 0 1 0 0 0 0 8 0 16 2 5:00 PM - 5:15 PM 0 32 2 0 15 32 0 0 0 0 0 0 5 0 16 2 5:15 PM - 5:30 PM 0 32 5 7 17 32 0 1 0 0 0 0 5 0 6 2 5:30 PM - 5:45 PM 0 47 9 4 25 23 0 0 0 0 0 0 7 0 26 0 5:45 PM - 6:00 PM 0 40 3 2 27 33 0 0 0 0 0 0 5 0 31 0 TOTAL 0 269 48 28 124 231 0 10 0 0 0 0 43 0 148 13 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 0 103 28 13 66 142 0 7 0 0 0 0 67 0 93 5 PHF 0.89 0.54 0.47 0.77 0.67 0.70 5:00 PM - 6:00 PM 0 151 19 13 84 120 0 1 0 0 0 0 22 0 79 4 PHF 0.80 0.53 0.78 0.91 0.79 0.64 PHF Trucks PHF AM 0.854 5.0%PM 0 120 84 0.85 PM 0.854 3.8%AM 0 142 66 0.825 PHF ##########AM PM 0 0 93 79 0 0 0 0 0 0 67 22 PM AM PHF 0.69 0.701 PHF 0.91 0 103 28 AM 0.759 0 151 19 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3N Grantland Ave N Grantland Ave W Ashlan Ave Northbound Westbound Turning Movement Report Southbound Ashlan Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.7935 -119.9165 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 Bikes Peds Peds <> AM Peak Total 0 0 PM 0 0 0 0 PM Peak Total 1 0 AM 0 0 0 0 Peds <>0 0 AM PM 0 0 0 1 0 0 0 0 0 0 0 0 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 0 PM Westbound Bikes W.Leg Peds N Grantland Ave 0 W Ashlan Ave N Grantland Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report Ashlan Ave @ Grantland Ave 36.7935 Fresno -119.9165 Tuesday, September 12, 2017 Clear Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPE W Ashlan Ave / Clear One Way Stop COMMENTS Page 3 of 3 N/A Turning Movement Report Ashlan Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 N Grantland Ave / N Grantland Ave LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 33 63 0 36 132 AM 36 52 0 58 146 35 56 0 47 138 27 37 0 19 83 INTERSECTION TOTAL 499 PHF 0.85 APPROACH TOTALS TOTALS 34 47 0 21 102 PM 37 49 0 11 97 56 48 0 33 137 43 60 0 36 139 INTERSECTION TOTAL 475 PHF 0.85 Ashlan Ave @ Grantland Ave 36.7935 Fresno -119.9165 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 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 0 100 2 4 6 76 0 3 7 2 4 1 7 2 41 0 7:15 AM - 7:30 AM 0 150 2 3 12 63 1 2 7 1 1 0 6 3 51 1 7:30 AM - 7:45 AM 0 127 2 2 31 65 3 6 3 0 3 0 3 2 49 1 7:45 AM - 8:00 AM 1 89 1 3 23 74 3 1 4 1 0 0 1 0 52 0 8:00 AM - 8:15 AM 1 106 4 5 23 72 3 5 5 0 0 0 3 0 72 1 8:15 AM - 8:30 AM 0 110 5 4 31 88 9 7 12 1 3 0 0 2 48 0 8:30 AM - 8:45 AM 2 74 4 1 27 65 3 6 4 0 1 0 1 2 25 0 8:45 AM - 9:00 AM 0 54 0 1 15 38 1 2 2 2 1 0 2 0 28 0 TOTAL 4 810 20 23 168 541 23 32 44 7 13 1 23 11 366 3 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 3 85 3 3 25 77 4 4 2 3 0 2 1 1 26 0 4:15 PM - 4:30 PM 1 92 1 2 23 92 5 3 4 1 2 0 1 0 26 1 4:30 PM - 4:45 PM 2 87 1 3 31 107 7 6 6 2 1 0 0 2 22 0 4:45 PM - 5:00 PM 1 72 0 1 32 114 9 3 6 0 2 0 2 2 25 0 5:00 PM - 5:15 PM 2 80 3 1 23 106 5 2 4 3 0 0 1 0 20 0 5:15 PM - 5:30 PM 0 59 5 1 32 86 6 1 6 1 1 2 3 3 28 0 5:30 PM - 5:45 PM 0 89 2 1 30 111 0 1 2 0 1 0 1 1 27 0 5:45 PM - 6:00 PM 0 100 3 0 40 97 4 2 2 1 1 1 3 1 26 0 TOTAL 9 664 18 12 236 790 40 22 32 11 8 5 12 10 200 1 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 2 432 12 14 108 299 18 19 24 2 6 0 7 4 221 2 PHF 0.50 0.85 0.60 0.87 0.85 0.50 0.50 0.50 0.50 0.58 0.50 0.77 4:15 PM - 5:15 PM 6 331 5 7 109 419 26 14 20 6 5 0 4 4 93 1 PHF 0.75 0.90 0.42 0.85 0.92 0.72 0.83 0.50 0.63 0.50 0.50 0.89 PHF Trucks PHF AM 0.918 3.1%PM 26 419 109 0.894 PM 0.959 2.1%AM 18 299 108 0.83 PHF 0.861 0.5 AM PM 20 24 221 93 6 2 4 4 5 6 7 4 PM AM PHF 0.773 0.871 PHF 0.864 2 432 12 AM 0.91 6 331 5 PM Turning Movement Report Southbound Bullard Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 Clear Eastbound 36.8224 -119.9166 Page 1 of 3N Grantland Ave N Grantland Ave W Bullard AveW Bullard Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM - 7:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 TOTAL 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 8 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM - 5:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 2 0 0 0 0 0 0 0 0 0 1 1 0 3 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM - 5:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 1 Bikes Peds Peds <> AM Peak Total 0 1 PM 0 0 0 0 PM Peak Total 3 1 AM 0 0 0 1 Peds <>1 0 AM PM 0 0 0 0 0 0 0 0 0 0 0 1 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 2 PM Turning Movement Report Bullard Ave @ Grantland Ave 36.8224 Fresno -119.9166 Tuesday, September 12, 2017 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Grantland Ave W Bullard Ave W Bullard Ave N Grantland Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Yamabe and Horn Engineering, Inc. 800-975-6938 Phone/Fax 2985 N. Burl, Suite 101 www.metrotrafficdata.com Fresno, CA 93727 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPEN/A Turning Movement Report Bullard Ave @ Grantland Ave Fresno Tuesday, September 12, 2017 N Grantland Ave / N Grantland Ave W Bullard Ave / W Bullard Ave Clear Two Way Stop COMMENTS Page 3 of 3 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER APPROACH TOTALS TOTALS 129 99 6 54 288 AM 91 100 5 53 249 111 98 5 75 289 115 128 16 50 309 INTERSECTION TOTAL 1135 PHF 0.92 APPROACH TOTALS TOTALS 94 120 7 27 248 PM 90 145 9 24 268 73 155 8 29 265 85 134 7 21 247 INTERSECTION TOTAL 1028 PHF 0.96 Bullard Ave @ Grantland Ave 36.8224 Fresno -119.9166 Tuesday, September 12, 2017 Clear Northbound Southbound Eastbound Westbound Northbound Southbound Eastbound Westbound APPENDIX B Intersection Level of Service (LOS) Analyses Scenario 1: Existing - AM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 268 2 1 258 21 3 6 1 25 5 79 Future Vol, veh/h 52 268 2 1 258 21 3 6 1 25 5 79 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 69 357 3 1 344 28 4 8 1 33 7 105 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 372 0 0 360 0 0 914 872 359 863 860 358 Stage 1 - - - - - - 497 497 - 361 361 - Stage 2 - - - - - - 417 375 - 502 499 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1186 - - 1199 - - 254 289 685 275 294 686 Stage 1 - - - - - - 555 545 - 657 626 - Stage 2 - - - - - - 613 617 - 552 544 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1186 - - 1199 - - 199 268 685 253 272 686 Mov Cap-2 Maneuver - - - - - - 199 268 - 253 272 - Stage 1 - - - - - - 514 505 - 609 625 - Stage 2 - - - - - - 513 616 - 503 504 - Approach EB WB NB SB HCM Control Delay, s 1.3 0 19.8 16.1 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 257 1186 - - 1199 - - 469 HCM Lane V/C Ratio 0.052 0.058 - - 0.001 - - 0.31 HCM Control Delay (s) 19.8 8.2 0 - 8 0 - 16.1 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.2 0.2 - - 0 - - 1.3 Scenario 1: Existing - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 224 18 21 191 83 21 147 33 124 163 97 Future Volume (veh/h) 79 224 18 21 191 83 21 147 33 124 163 97 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 90 255 20 24 217 94 24 167 38 141 185 110 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 115 446 35 47 276 119 47 458 104 177 422 251 Arrive On Green 0.06 0.26 0.26 0.03 0.22 0.22 0.03 0.31 0.31 0.10 0.38 0.38 Sat Flow, veh/h 1774 1705 134 1774 1234 535 1774 1469 334 1774 1096 652 Grp Volume(v), veh/h 90 0 275 24 0 311 24 0 205 141 0 295 Grp Sat Flow(s),veh/h/ln 1774 0 1839 1774 0 1768 1774 0 1804 1774 0 1748 Q Serve(g_s), s 3.4 0.0 8.9 0.9 0.0 11.4 0.9 0.0 6.1 5.3 0.0 8.6 Cycle Q Clear(g_c), s 3.4 0.0 8.9 0.9 0.0 11.4 0.9 0.0 6.1 5.3 0.0 8.6 Prop In Lane 1.00 0.07 1.00 0.30 1.00 0.19 1.00 0.37 Lane Grp Cap(c), veh/h 115 0 481 47 0 395 47 0 563 177 0 672 V/C Ratio(X) 0.78 0.00 0.57 0.51 0.00 0.79 0.51 0.00 0.36 0.80 0.00 0.44 Avail Cap(c_a), veh/h 129 0 563 129 0 541 137 0 563 181 0 672 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 31.6 0.0 22.0 32.9 0.0 25.1 32.9 0.0 18.3 30.2 0.0 15.6 Incr Delay (d2), s/veh 23.7 0.0 1.1 8.1 0.0 5.3 8.1 0.0 1.8 21.3 0.0 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 2.4 0.0 4.7 0.6 0.0 6.1 0.6 0.0 3.3 3.7 0.0 4.5 LnGrp Delay(d),s/veh 55.3 0.0 23.1 41.0 0.0 30.4 41.0 0.0 20.2 51.5 0.0 17.7 LnGrp LOS E C D C D C D B Approach Vol, veh/h 365 335 229 436 Approach Delay, s/veh 31.0 31.2 22.3 28.6 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.8 26.4 7.1 23.3 6.8 31.4 9.8 20.6 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 7.0 21.4 5.0 21.0 5.3 23.1 5.0 21.0 Max Q Clear Time (g_c+I1), s 7.3 8.1 2.9 10.9 2.9 10.6 5.4 13.4 Green Ext Time (p_c), s 0.0 2.4 0.0 2.3 0.0 2.3 0.0 2.0 Intersection Summary HCM 2010 Ctrl Delay 28.8 HCM 2010 LOS C Scenario 1: Existing - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 90 275 24 311 24 205 141 295 v/c Ratio 0.68 0.51 0.18 0.72 0.17 0.35 0.76 0.37 Control Delay 61.7 24.2 35.8 32.5 35.1 20.4 60.8 16.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.7 24.2 35.8 32.5 35.1 20.4 60.8 16.0 Queue Length 50th (ft) 39 83 10 112 10 63 61 64 Queue Length 95th (ft) #114 172 32 187 32 124 #158 163 Internal Link Dist (ft) 5208 5202 5791 5165 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 132 628 132 580 140 591 185 805 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.44 0.18 0.54 0.17 0.35 0.76 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 1: Existing - AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 328 51 112 277 24 93 Future Vol, veh/h 328 51 112 277 24 93 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 250 - 265 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 395 61 135 334 29 112 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 457 0 1030 426 Stage 1 - - - - 426 - Stage 2 - - - - 604 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1104 - 259 628 Stage 1 - - - - 659 - Stage 2 - - - - 546 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1104 - 227 628 Mov Cap-2 Maneuver - - - - 227 - Stage 1 - - - - 659 - Stage 2 - - - - 479 - Approach EB WB NB HCM Control Delay, s 0 2.5 14.3 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 227 628 - - 1104 - HCM Lane V/C Ratio 0.127 0.178 - - 0.122 - HCM Control Delay (s) 23.2 12 - - 8.7 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 0.4 0.6 - - 0.4 - Scenario 1: Existing - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 382 42 36 313 69 131 Future Vol, veh/h 382 42 36 313 69 131 Conflicting Peds, #/hr 0 0 0 0 0 0 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 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 478 53 45 391 86 164 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 530 0 985 504 Stage 1 - - - - 504 - Stage 2 - - - - 481 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1037 - 275 568 Stage 1 - - - - 607 - Stage 2 - - - - 622 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1037 - 260 568 Mov Cap-2 Maneuver - - - - 260 - Stage 1 - - - - 607 - Stage 2 - - - - 588 - Approach EB WB NB HCM Control Delay, s 0 0.9 27.5 HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 403 - - 1037 - HCM Lane V/C Ratio 0.62 - - 0.043 - HCM Control Delay (s) 27.5 - - 8.6 0 HCM Lane LOS D - - A A HCM 95th %tile Q(veh) 4 - - 0.1 - Scenario 1: Existing - AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 478 28 231 310 58 29 36 387 216 84 12 Future Volume (veh/h) 13 478 28 231 310 58 29 36 387 216 84 12 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 14 531 31 257 344 64 32 40 430 240 93 13 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 29 745 333 227 600 510 56 41 440 221 629 88 Arrive On Green 0.02 0.21 0.21 0.13 0.32 0.32 0.03 0.30 0.30 0.12 0.39 0.39 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 136 1467 1774 1600 224 Grp Volume(v), veh/h 14 531 31 257 344 64 32 0 470 240 0 106 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1604 1774 0 1823 Q Serve(g_s), s 0.7 11.7 1.3 10.7 12.8 2.4 1.5 0.0 24.3 10.4 0.0 3.1 Cycle Q Clear(g_c), s 0.7 11.7 1.3 10.7 12.8 2.4 1.5 0.0 24.3 10.4 0.0 3.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.12 Lane Grp Cap(c), veh/h 29 745 333 227 600 510 56 0 481 221 0 717 V/C Ratio(X) 0.48 0.71 0.09 1.13 0.57 0.13 0.58 0.00 0.98 1.09 0.00 0.15 Avail Cap(c_a), veh/h 106 1016 454 227 662 562 125 0 481 221 0 717 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 40.7 30.6 26.6 36.5 23.6 20.0 39.9 0.0 29.0 36.6 0.0 16.3 Incr Delay (d2), s/veh 11.4 1.5 0.1 99.8 1.0 0.1 9.0 0.0 35.5 85.9 0.0 0.4 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 0.4 5.8 0.6 11.5 6.8 1.1 0.9 0.0 15.5 10.3 0.0 1.6 LnGrp Delay(d),s/veh 52.2 32.1 26.7 136.3 24.6 20.1 49.0 0.0 64.5 122.5 0.0 16.8 LnGrp LOS D C C F C C D E F B Approach Vol, veh/h 576 665 502 346 Approach Delay, s/veh 32.3 67.3 63.5 90.1 Approach LOS C E E F Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 29.7 16.0 22.9 7.2 37.5 6.7 32.2 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 10.4 25.1 10.7 24.0 5.9 29.6 5.0 29.7 Max Q Clear Time (g_c+I1), s 12.4 26.3 12.7 13.7 3.5 5.1 2.7 14.8 Green Ext Time (p_c), s 0.0 0.0 0.0 4.0 0.0 4.0 0.0 4.8 Intersection Summary HCM 2010 Ctrl Delay 60.5 HCM 2010 LOS E Scenario 1: Existing - AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 14 531 31 257 344 64 32 470 240 106 v/c Ratio 0.13 0.70 0.06 1.14 0.48 0.09 0.26 0.73 1.10 0.14 Control Delay 42.5 35.6 0.2 140.9 23.2 0.3 44.4 21.8 128.3 18.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.5 35.6 0.2 140.9 23.2 0.3 44.4 21.8 128.3 18.3 Queue Length 50th (ft) 7 137 0 ~162 129 0 16 112 ~147 35 Queue Length 95th (ft) 27 189 0 #331 246 0 47 #262 #309 77 Internal Link Dist (ft) 1140 1190 1385 1840 Turn Bay Length (ft) 165 100 160 100 160 Base Capacity (vph) 105 1009 597 225 717 695 124 641 218 743 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.53 0.05 1.14 0.48 0.09 0.26 0.73 1.10 0.14 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 1: Existing - AM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 28 9 30 23 20 7 15 337 8 10 289 21 Future Vol, veh/h 28 9 30 23 20 7 15 337 8 10 289 21 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 31 10 33 25 22 8 16 370 9 11 318 23 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 774 763 329 781 771 375 341 0 0 379 0 0 Stage 1 351 351 - 408 408 - - - - - - - Stage 2 423 412 - 373 363 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 316 334 712 312 331 671 1218 - - 1179 - - Stage 1 666 632 - 620 597 - - - - - - - Stage 2 609 594 - 648 625 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 291 327 712 286 324 671 1218 - - 1179 - - Mov Cap-2 Maneuver 291 327 - 286 324 - - - - - - - Stage 1 657 626 - 612 589 - - - - - - - Stage 2 572 586 - 603 619 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 15.9 18.2 0.3 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1218 - - 404 328 1179 - - HCM Lane V/C Ratio 0.014 - - 0.182 0.168 0.009 - - HCM Control Delay (s) 8 - - 15.9 18.2 8.1 - - HCM Lane LOS A - - C C A - - HCM 95th %tile Q(veh) 0 - - 0.7 0.6 0 - - Scenario 1: Existing - AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 4.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 67 93 103 28 66 142 Future Vol, veh/h 67 93 103 28 66 142 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - 250 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 109 121 33 78 167 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 460 77 0 0 154 0 Stage 1 138 - - - - - Stage 2 322 - - - - - Critical Hdwy 6.08 7.13 - - 5.33 - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 - - 3.119 - Pot Cap-1 Maneuver 565 822 - - 982 - Stage 1 816 - - - - - Stage 2 708 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 520 822 - - 982 - Mov Cap-2 Maneuver 520 - - - - - Stage 1 816 - - - - - Stage 2 652 - - - - - Approach WB NB SB HCM Control Delay, s 11.4 0 2.8 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 520 822 982 - HCM Lane V/C Ratio - - 0.152 0.133 0.079 - HCM Control Delay (s) - - 13.2 10.1 9 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.5 0.5 0.3 - Scenario 1: Existing - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 24 2 6 7 4 221 2 432 12 108 299 18 Future Vol, veh/h 24 2 6 7 4 221 2 432 12 108 299 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 250 - - 200 - 0 250 - 185 250 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 2 7 8 4 240 2 470 13 117 325 20 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 811 1044 335 1048 1053 235 345 0 0 470 0 0 Stage 1 570 570 - 474 474 - - - - - - - Stage 2 241 474 - 574 579 - - - - - - - Critical Hdwy 7.33 6.53 6.23 7.33 6.53 6.93 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.53 5.53 - - - - - - - Critical Hdwy Stg 2 6.53 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - - Pot Cap-1 Maneuver 284 228 706 194 226 767 1212 - - 1090 - - Stage 1 506 504 - 541 557 - - - - - - - Stage 2 742 557 - 503 500 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 176 203 706 175 201 767 1212 - - 1090 - - Mov Cap-2 Maneuver 176 203 - 175 201 - - - - - - - Stage 1 505 450 - 540 556 - - - - - - - Stage 2 505 556 - 443 446 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 25.1 12.4 0 2.2 HCM LOS D B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h) 1212 - - 176 436 175 201 767 1090 - - HCM Lane V/C Ratio 0.002 - - 0.148 0.02 0.043 0.022 0.313 0.108 - - HCM Control Delay (s) 8 - - 29 13.4 26.5 23.3 11.8 8.7 - - HCM Lane LOS A - - D B D C B A - - HCM 95th %tile Q(veh) 0 - - 0.5 0.1 0.1 0.1 1.3 0.4 - - Scenario 1: Existing - PM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 32 236 2 4 238 21 1 1 2 13 6 34 Future Vol, veh/h 32 236 2 4 238 21 1 1 2 13 6 34 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 259 2 4 262 23 1 1 2 14 7 37 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 285 0 0 262 0 0 635 624 260 614 614 273 Stage 1 - - - - - - 331 331 - 282 282 - Stage 2 - - - - - - 304 293 - 332 332 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1277 - - 1302 - - 391 402 779 404 407 766 Stage 1 - - - - - - 682 645 - 725 678 - Stage 2 - - - - - - 705 670 - 681 644 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1277 - - 1302 - - 357 388 779 391 392 766 Mov Cap-2 Maneuver - - - - - - 357 388 - 391 392 - Stage 1 - - - - - - 660 624 - 702 675 - Stage 2 - - - - - - 661 667 - 656 623 - Approach EB WB NB SB HCM Control Delay, s 0.9 0.1 12.2 12 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 503 1277 - - 1302 - - 570 HCM Lane V/C Ratio 0.009 0.028 - - 0.003 - - 0.102 HCM Control Delay (s) 12.2 7.9 0 - 7.8 0 - 12 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0.1 - - 0 - - 0.3 Scenario 1: Existing - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 69 196 9 29 235 116 6 137 49 105 145 59 Future Volume (veh/h) 69 196 9 29 235 116 6 137 49 105 145 59 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 72 204 9 30 245 121 6 143 51 109 151 61 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 98 486 21 57 296 146 14 416 148 140 490 198 Arrive On Green 0.06 0.27 0.27 0.03 0.25 0.25 0.01 0.32 0.32 0.08 0.39 0.39 Sat Flow, veh/h 1774 1771 78 1774 1178 582 1774 1312 468 1774 1263 510 Grp Volume(v), veh/h 72 0 213 30 0 366 6 0 194 109 0 212 Grp Sat Flow(s),veh/h/ln 1774 0 1849 1774 0 1760 1774 0 1780 1774 0 1773 Q Serve(g_s), s 2.7 0.0 6.3 1.1 0.0 13.1 0.2 0.0 5.6 4.0 0.0 5.5 Cycle Q Clear(g_c), s 2.7 0.0 6.3 1.1 0.0 13.1 0.2 0.0 5.6 4.0 0.0 5.5 Prop In Lane 1.00 0.04 1.00 0.33 1.00 0.26 1.00 0.29 Lane Grp Cap(c), veh/h 98 0 508 57 0 442 14 0 565 140 0 688 V/C Ratio(X) 0.73 0.00 0.42 0.53 0.00 0.83 0.43 0.00 0.34 0.78 0.00 0.31 Avail Cap(c_a), veh/h 152 0 589 147 0 556 133 0 565 197 0 688 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 30.9 0.0 19.8 31.7 0.0 23.5 32.9 0.0 17.4 30.1 0.0 14.2 Incr Delay (d2), s/veh 10.1 0.0 0.6 7.4 0.0 8.2 19.4 0.0 1.7 12.2 0.0 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 1.6 0.0 3.3 0.7 0.0 7.3 0.2 0.0 3.0 2.4 0.0 2.9 LnGrp Delay(d),s/veh 41.0 0.0 20.3 39.1 0.0 31.8 52.3 0.0 19.1 42.3 0.0 15.3 LnGrp LOS D C D C D B D B Approach Vol, veh/h 285 396 200 321 Approach Delay, s/veh 25.6 32.3 20.1 24.5 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.8 25.7 7.4 23.6 5.1 30.4 9.0 22.0 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 7.4 21.1 5.5 21.2 5.0 23.5 5.7 21.0 Max Q Clear Time (g_c+I1), s 6.0 7.6 3.1 8.3 2.2 7.5 4.7 15.1 Green Ext Time (p_c), s 0.0 1.8 0.0 2.6 0.0 2.0 0.0 1.6 Intersection Summary HCM 2010 Ctrl Delay 26.6 HCM 2010 LOS C Scenario 1: Existing - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 72 213 30 366 6 194 109 212 v/c Ratio 0.46 0.36 0.20 0.78 0.04 0.31 0.56 0.26 Control Delay 43.9 21.0 35.9 34.6 33.5 20.0 45.3 14.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.9 21.0 35.9 34.6 33.5 20.0 45.3 14.1 Queue Length 50th (ft) 32 61 13 138 3 60 48 48 Queue Length 95th (ft) #84 138 38 #237 14 118 #116 121 Internal Link Dist (ft) 5208 5202 5791 5165 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 157 689 151 602 138 625 204 811 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.46 0.31 0.20 0.61 0.04 0.31 0.53 0.26 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 1: Existing - PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 316 43 83 365 37 44 Future Vol, veh/h 316 43 83 365 37 44 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 250 - 265 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 347 47 91 401 41 48 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 395 0 955 371 Stage 1 - - - - 371 - Stage 2 - - - - 584 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1164 - 287 675 Stage 1 - - - - 698 - Stage 2 - - - - 557 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1164 - 265 675 Mov Cap-2 Maneuver - - - - 265 - Stage 1 - - - - 698 - Stage 2 - - - - 513 - Approach EB WB NB HCM Control Delay, s 0 1.5 15.4 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 265 675 - - 1164 - HCM Lane V/C Ratio 0.153 0.072 - - 0.078 - HCM Control Delay (s) 21 10.7 - - 8.4 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 0.5 0.2 - - 0.3 - Scenario 1: Existing - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 320 42 103 430 28 48 Future Vol, veh/h 320 42 103 430 28 48 Conflicting Peds, #/hr 0 0 0 0 0 0 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 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 344 45 111 462 30 52 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 389 0 1051 367 Stage 1 - - - - 367 - Stage 2 - - - - 684 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1170 - 251 678 Stage 1 - - - - 701 - Stage 2 - - - - 501 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1170 - 219 678 Mov Cap-2 Maneuver - - - - 219 - Stage 1 - - - - 701 - Stage 2 - - - - 437 - Approach EB WB NB HCM Control Delay, s 0 1.6 16.9 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 383 - - 1170 - HCM Lane V/C Ratio 0.213 - - 0.095 - HCM Control Delay (s) 16.9 - - 8.4 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 0.8 - - 0.3 - Scenario 1: Existing - PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 339 31 427 490 207 29 44 295 128 66 11 Future Volume (veh/h) 3 339 31 427 490 207 29 44 295 128 66 11 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 3 342 31 431 495 209 29 44 298 129 67 11 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 1 1 0 Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 7 567 253 413 725 616 52 62 418 134 536 88 Arrive On Green 0.00 0.16 0.16 0.23 0.39 0.39 0.03 0.30 0.30 0.08 0.34 0.34 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 208 1407 1774 1561 256 Grp Volume(v), veh/h 3 342 31 431 495 209 29 0 342 129 0 78 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1614 1774 0 1818 Q Serve(g_s), s 0.1 7.6 1.4 19.7 18.7 7.9 1.4 0.0 16.0 6.1 0.0 2.5 Cycle Q Clear(g_c), s 0.1 7.6 1.4 19.7 18.7 7.9 1.4 0.0 16.0 6.1 0.0 2.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.87 1.00 0.14 Lane Grp Cap(c), veh/h 7 567 253 413 725 616 52 0 479 134 0 624 V/C Ratio(X) 0.42 0.60 0.12 1.04 0.68 0.34 0.56 0.00 0.71 0.96 0.00 0.12 Avail Cap(c_a), veh/h 105 795 356 413 743 631 120 0 479 134 0 624 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 42.0 33.0 30.4 32.4 21.5 18.2 40.5 0.0 26.5 38.9 0.0 19.0 Incr Delay (d2), s/veh 34.9 1.0 0.2 55.8 2.5 0.3 9.1 0.0 8.8 65.3 0.0 0.4 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 0.1 3.8 0.6 15.9 10.1 3.5 0.8 0.0 8.3 5.4 0.0 1.3 LnGrp Delay(d),s/veh 76.8 34.0 30.6 88.2 24.0 18.5 49.6 0.0 35.3 104.3 0.0 19.4 LnGrp LOS E C C F C B D D F B Approach Vol, veh/h 376 1135 371 207 Approach Delay, s/veh 34.1 47.4 36.4 72.3 Approach LOS C D D E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 29.7 25.0 18.8 7.1 33.6 5.6 38.2 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 6.4 25.1 19.7 19.0 5.7 25.8 5.0 33.7 Max Q Clear Time (g_c+I1), s 8.1 18.0 21.7 9.6 3.4 4.5 2.1 20.7 Green Ext Time (p_c), s 0.0 1.5 0.0 3.9 0.0 2.6 0.0 4.7 Intersection Summary HCM 2010 Ctrl Delay 45.5 HCM 2010 LOS D Scenario 1: Existing - PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 3 342 31 431 495 209 29 342 129 78 v/c Ratio 0.03 0.60 0.07 1.05 0.61 0.26 0.25 0.50 0.97 0.11 Control Delay 40.0 37.5 0.3 91.8 23.3 3.6 44.2 7.7 113.5 19.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.0 37.5 0.3 91.8 23.3 3.6 44.2 7.7 113.5 19.0 Queue Length 50th (ft) 2 90 0 ~250 188 0 15 17 69 21 Queue Length 95th (ft) 11 132 0 #464 351 43 44 89 #190 63 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 95 160 100 160 Base Capacity (vph) 104 794 513 412 807 804 119 689 133 698 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.43 0.06 1.05 0.61 0.26 0.24 0.50 0.97 0.11 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 1: Existing - PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 18 11 20 9 28 11 24 278 14 17 309 20 Future Vol, veh/h 18 11 20 9 28 11 24 278 14 17 309 20 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 20 12 22 10 31 12 27 309 16 19 343 22 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 784 770 354 779 773 317 366 0 0 324 0 0 Stage 1 392 392 - 370 370 - - - - - - - Stage 2 392 378 - 409 403 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 311 331 690 313 330 724 1193 - - 1236 - - Stage 1 633 606 - 650 620 - - - - - - - Stage 2 633 615 - 619 600 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 275 319 690 286 318 724 1193 - - 1236 - - Mov Cap-2 Maneuver 275 319 - 286 318 - - - - - - - Stage 1 619 597 - 635 606 - - - - - - - Stage 2 577 601 - 578 591 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.1 16.9 0.6 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1193 - - 380 356 1236 - - HCM Lane V/C Ratio 0.022 - - 0.143 0.15 0.015 - - HCM Control Delay (s) 8.1 - - 16.1 16.9 8 - - HCM Lane LOS A - - C C A - - HCM 95th %tile Q(veh) 0.1 - - 0.5 0.5 0 - - Scenario 1: Existing - PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 22 79 151 19 84 120 Future Vol, veh/h 22 79 151 19 84 120 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 330 - - - 250 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 26 93 178 22 99 141 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 528 100 0 0 200 0 Stage 1 189 - - - - - Stage 2 339 - - - - - Critical Hdwy 6.08 7.13 - - 5.33 - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 - - 3.119 - Pot Cap-1 Maneuver 520 795 - - 935 - Stage 1 762 - - - - - Stage 2 696 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 465 795 - - 935 - Mov Cap-2 Maneuver 465 - - - - - Stage 1 762 - - - - - Stage 2 622 - - - - - Approach WB NB SB HCM Control Delay, s 10.8 0 3.8 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 465 795 935 - HCM Lane V/C Ratio - - 0.056 0.117 0.106 - HCM Control Delay (s) - - 13.2 10.1 9.3 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.2 0.4 0.4 - Scenario 1: Existing - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20 6 5 4 4 93 6 331 5 109 419 26 Future Vol, veh/h 20 6 5 4 4 93 6 331 5 109 419 26 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 250 - - 200 - 0 250 - 185 250 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 21 6 5 4 4 97 6 345 5 114 436 27 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 864 1034 450 1040 1048 172 464 0 0 345 0 0 Stage 1 677 677 - 357 357 - - - - - - - Stage 2 187 357 - 683 691 - - - - - - - Critical Hdwy 7.33 6.53 6.23 7.33 6.53 6.93 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.53 5.53 - - - - - - - Critical Hdwy Stg 2 6.53 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - - Pot Cap-1 Maneuver 261 231 608 196 227 842 1095 - - 1212 - - Stage 1 442 451 - 634 628 - - - - - - - Stage 2 797 628 - 438 445 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 210 208 608 176 205 842 1095 - - 1212 - - Mov Cap-2 Maneuver 210 208 - 176 205 - - - - - - - Stage 1 440 409 - 631 625 - - - - - - - Stage 2 697 625 - 387 403 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 21.7 11 0.1 1.6 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h) 1095 - - 210 297 176 205 842 1212 - - HCM Lane V/C Ratio 0.006 - - 0.099 0.039 0.024 0.02 0.115 0.094 - - HCM Control Delay (s) 8.3 - - 24 17.6 26 22.9 9.8 8.3 - - HCM Lane LOS A - - C C D C A A - - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0.1 0.1 0.4 0.3 - - Scenario 2: Existing Plus Project- AM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 269 2 1 263 21 3 6 1 25 5 79 Future Vol, veh/h 52 269 2 1 263 21 3 6 1 25 5 79 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 69 359 3 1 351 28 4 8 1 33 7 105 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 379 0 0 361 0 0 922 880 360 870 867 365 Stage 1 - - - - - - 499 499 - 367 367 - Stage 2 - - - - - - 423 381 - 503 500 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1179 - - 1198 - - 251 286 684 272 291 680 Stage 1 - - - - - - 554 544 - 653 622 - Stage 2 - - - - - - 609 613 - 551 543 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1179 - - 1198 - - 196 265 684 250 269 680 Mov Cap-2 Maneuver - - - - - - 196 265 - 250 269 - Stage 1 - - - - - - 514 504 - 605 621 - Stage 2 - - - - - - 509 612 - 502 503 - Approach EB WB NB SB HCM Control Delay, s 1.3 0 20 16.3 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 254 1179 - - 1198 - - 464 HCM Lane V/C Ratio 0.052 0.059 - - 0.001 - - 0.313 HCM Control Delay (s) 20 8.2 0 - 8 0 - 16.3 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.2 0.2 - - 0 - - 1.3 Scenario 2: Existing Plus Project- AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 260 23 21 202 89 25 152 33 165 168 97 Future Volume (veh/h) 79 260 23 21 202 89 25 152 33 165 168 97 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 90 295 26 24 230 101 28 173 38 188 191 110 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 115 451 40 47 281 123 52 449 99 227 446 257 Arrive On Green 0.06 0.27 0.27 0.03 0.23 0.23 0.03 0.30 0.30 0.13 0.40 0.40 Sat Flow, veh/h 1774 1688 149 1774 1228 539 1774 1480 325 1774 1110 639 Grp Volume(v), veh/h 90 0 321 24 0 331 28 0 211 188 0 301 Grp Sat Flow(s),veh/h/ln 1774 0 1836 1774 0 1768 1774 0 1805 1774 0 1750 Q Serve(g_s), s 3.7 0.0 11.6 1.0 0.0 13.3 1.2 0.0 6.9 7.7 0.0 9.3 Cycle Q Clear(g_c), s 3.7 0.0 11.6 1.0 0.0 13.3 1.2 0.0 6.9 7.7 0.0 9.3 Prop In Lane 1.00 0.08 1.00 0.31 1.00 0.18 1.00 0.37 Lane Grp Cap(c), veh/h 115 0 491 47 0 404 52 0 548 227 0 703 V/C Ratio(X) 0.78 0.00 0.65 0.52 0.00 0.82 0.54 0.00 0.39 0.83 0.00 0.43 Avail Cap(c_a), veh/h 135 0 530 121 0 496 119 0 548 237 0 703 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 34.5 0.0 24.3 36.0 0.0 27.4 35.8 0.0 20.6 31.8 0.0 16.2 Incr Delay (d2), s/veh 21.8 0.0 2.6 8.5 0.0 8.7 8.2 0.0 2.0 20.6 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 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 0.0 6.2 0.6 0.0 7.4 0.7 0.0 3.7 5.1 0.0 4.8 LnGrp Delay(d),s/veh 56.3 0.0 26.9 44.5 0.0 36.1 44.0 0.0 22.6 52.5 0.0 18.1 LnGrp LOS E C D D D C D B Approach Vol, veh/h 411 355 239 489 Approach Delay, s/veh 33.4 36.7 25.1 31.3 Approach LOS C D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.6 27.7 7.3 25.3 7.2 35.0 10.2 22.4 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 10.0 22.7 5.1 21.6 5.0 27.7 5.7 21.0 Max Q Clear Time (g_c+I1), s 9.7 8.9 3.0 13.6 3.2 11.3 5.7 15.3 Green Ext Time (p_c), s 0.0 2.5 0.0 2.3 0.0 2.6 0.0 1.8 Intersection Summary HCM 2010 Ctrl Delay 32.1 HCM 2010 LOS C Scenario 2: Existing Plus Project- AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 90 321 24 331 28 211 188 301 v/c Ratio 0.65 0.60 0.20 0.77 0.23 0.37 0.79 0.36 Control Delay 59.8 28.1 39.2 38.0 40.2 22.7 58.6 15.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.8 28.1 39.2 38.0 40.2 22.7 58.6 15.7 Queue Length 50th (ft) 43 111 11 136 13 75 90 72 Queue Length 95th (ft) #115 219 34 219 38 135 #198 165 Internal Link Dist (ft) 2600 5202 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 138 610 123 532 121 575 243 841 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.53 0.20 0.62 0.23 0.37 0.77 0.36 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 2: Existing Plus Project- AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 387 60 112 294 24 93 Future Vol, veh/h 387 60 112 294 24 93 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 250 - 265 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 466 72 135 354 29 112 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 539 0 1126 502 Stage 1 - - - - 502 - Stage 2 - - - - 624 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1029 - 227 569 Stage 1 - - - - 608 - Stage 2 - - - - 534 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1029 - 197 569 Mov Cap-2 Maneuver - - - - 197 - Stage 1 - - - - 608 - Stage 2 - - - - 464 - Approach EB WB NB HCM Control Delay, s 0 2.5 15.7 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 197 569 - - 1029 - HCM Lane V/C Ratio 0.147 0.197 - - 0.131 - HCM Control Delay (s) 26.4 12.9 - - 9 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 0.5 0.7 - - 0.5 - Scenario 2: Existing Plus Project- AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 7.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 437 46 36 328 71 131 Future Vol, veh/h 437 46 36 328 71 131 Conflicting Peds, #/hr 0 0 0 0 0 0 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 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 546 58 45 410 89 164 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 604 0 1075 575 Stage 1 - - - - 575 - Stage 2 - - - - 500 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 974 - 243 518 Stage 1 - - - - 563 - Stage 2 - - - - 609 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 974 - 228 518 Mov Cap-2 Maneuver - - - - 228 - Stage 1 - - - - 563 - Stage 2 - - - - 572 - Approach EB WB NB HCM Control Delay, s 0 0.9 35.9 HCM LOS E Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 358 - - 974 - HCM Lane V/C Ratio 0.705 - - 0.046 - HCM Control Delay (s) 35.9 - - 8.9 0 HCM Lane LOS E - - A A HCM 95th %tile Q(veh) 5.2 - - 0.1 - Scenario 2: Existing Plus Project- AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 533 28 231 325 58 29 36 387 216 84 12 Future Volume (veh/h) 13 533 28 231 325 58 29 36 387 216 84 12 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 14 592 31 257 361 64 32 40 430 240 93 13 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 29 795 356 223 622 528 55 42 450 196 617 86 Arrive On Green 0.02 0.22 0.22 0.13 0.33 0.33 0.03 0.31 0.31 0.11 0.39 0.39 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 136 1467 1774 1600 224 Grp Volume(v), veh/h 14 592 31 257 361 64 32 0 470 240 0 106 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1604 1774 0 1823 Q Serve(g_s), s 0.7 13.3 1.3 10.7 13.6 2.4 1.5 0.0 24.5 9.4 0.0 3.2 Cycle Q Clear(g_c), s 0.7 13.3 1.3 10.7 13.6 2.4 1.5 0.0 24.5 9.4 0.0 3.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.12 Lane Grp Cap(c), veh/h 29 795 356 223 622 528 55 0 492 196 0 704 V/C Ratio(X) 0.48 0.74 0.09 1.15 0.58 0.12 0.58 0.00 0.96 1.23 0.00 0.15 Avail Cap(c_a), veh/h 104 998 446 223 650 552 113 0 492 196 0 704 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 41.5 30.7 26.1 37.2 23.4 19.7 40.7 0.0 28.9 37.9 0.0 17.0 Incr Delay (d2), s/veh 11.5 2.3 0.1 107.5 1.2 0.1 9.2 0.0 30.9 138.0 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 6.8 0.6 11.9 7.2 1.1 0.9 0.0 15.1 12.1 0.0 1.7 LnGrp Delay(d),s/veh 53.0 33.1 26.2 144.7 24.6 19.8 49.9 0.0 59.9 175.8 0.0 17.5 LnGrp LOS D C C F C B D E F B Approach Vol, veh/h 637 682 502 346 Approach Delay, s/veh 33.2 69.4 59.3 127.3 Approach LOS C E E F Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 30.7 16.0 24.4 7.3 37.4 6.7 33.7 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 9.4 26.1 10.7 24.0 5.4 30.1 5.0 29.7 Max Q Clear Time (g_c+I1), s 11.4 26.5 12.7 15.3 3.5 5.2 2.7 15.6 Green Ext Time (p_c), s 0.0 0.0 0.0 3.9 0.0 4.0 0.0 5.1 Intersection Summary HCM 2010 Ctrl Delay 65.7 HCM 2010 LOS E Scenario 2: Existing Plus Project- AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 14 592 31 257 361 64 32 470 240 106 v/c Ratio 0.14 0.74 0.06 1.16 0.50 0.09 0.29 0.73 1.24 0.14 Control Delay 43.0 36.6 0.2 147.6 23.2 0.3 46.6 22.7 177.6 18.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.0 36.6 0.2 147.6 23.2 0.3 46.6 22.7 177.6 18.5 Queue Length 50th (ft) 7 155 0 ~168 137 0 17 123 ~164 36 Queue Length 95th (ft) 27 212 0 #331 260 0 47 #264 #321 77 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 100 160 100 160 Base Capacity (vph) 103 994 591 221 729 704 112 640 194 739 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.60 0.05 1.16 0.50 0.09 0.29 0.73 1.24 0.14 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 2: Existing Plus Project- AM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 28 9 31 23 20 7 16 343 8 10 291 21 Future Vol, veh/h 28 9 31 23 20 7 16 343 8 10 291 21 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 31 10 34 25 22 8 18 377 9 11 320 23 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 784 774 331 791 781 381 343 0 0 386 0 0 Stage 1 353 353 - 416 416 - - - - - - - Stage 2 431 421 - 375 365 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 311 329 711 307 326 666 1216 - - 1172 - - Stage 1 664 631 - 614 592 - - - - - - - Stage 2 603 589 - 646 623 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 286 321 711 280 318 666 1216 - - 1172 - - Mov Cap-2 Maneuver 286 321 - 280 318 - - - - - - - Stage 1 654 625 - 605 583 - - - - - - - Stage 2 565 580 - 600 617 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16 18.5 0.3 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1216 - - 401 321 1172 - - HCM Lane V/C Ratio 0.014 - - 0.186 0.171 0.009 - - HCM Control Delay (s) 8 - - 16 18.5 8.1 - - HCM Lane LOS A - - C C A - - HCM 95th %tile Q(veh) 0 - - 0.7 0.6 0 - - Scenario 2: Existing Plus Project- AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 4.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 67 97 108 28 66 152 Future Vol, veh/h 67 97 108 28 66 152 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 330 - - - 250 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 114 127 33 78 179 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 478 80 0 0 160 0 Stage 1 144 - - - - - Stage 2 334 - - - - - Critical Hdwy 6.08 7.13 - - 5.33 - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 - - 3.119 - Pot Cap-1 Maneuver 553 819 - - 975 - Stage 1 809 - - - - - Stage 2 699 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 509 819 - - 975 - Mov Cap-2 Maneuver 509 - - - - - Stage 1 809 - - - - - Stage 2 643 - - - - - Approach WB NB SB HCM Control Delay, s 11.4 0 2.7 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 509 819 975 - HCM Lane V/C Ratio - - 0.155 0.139 0.08 - HCM Control Delay (s) - - 13.4 10.1 9 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.5 0.5 0.3 - Scenario 2: Existing Plus Project- AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 24 2 6 8 4 221 2 436 13 108 300 18 Future Vol, veh/h 24 2 6 8 4 221 2 436 13 108 300 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 250 - - 200 - 0 250 - 185 250 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 2 7 9 4 240 2 474 14 117 326 20 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 814 1049 336 1053 1058 237 346 0 0 474 0 0 Stage 1 571 571 - 478 478 - - - - - - - Stage 2 243 478 - 575 580 - - - - - - - Critical Hdwy 7.33 6.53 6.23 7.33 6.53 6.93 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.53 5.53 - - - - - - - Critical Hdwy Stg 2 6.53 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - - Pot Cap-1 Maneuver 283 227 705 192 224 765 1211 - - 1086 - - Stage 1 505 504 - 538 555 - - - - - - - Stage 2 740 555 - 502 499 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 175 202 705 173 200 765 1211 - - 1086 - - Mov Cap-2 Maneuver 175 202 - 173 200 - - - - - - - Stage 1 504 450 - 537 554 - - - - - - - Stage 2 503 554 - 442 445 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 25.2 12.5 0 2.2 HCM LOS D B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h) 1211 - - 175 435 173 200 765 1086 - - HCM Lane V/C Ratio 0.002 - - 0.149 0.02 0.05 0.022 0.314 0.108 - - HCM Control Delay (s) 8 - - 29.1 13.4 26.9 23.4 11.8 8.7 - - HCM Lane LOS A - - D B D C B A - - HCM 95th %tile Q(veh) 0 - - 0.5 0.1 0.2 0.1 1.3 0.4 - - Scenario 2: Existing Plus Project- AM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 9 11 318 384 4 Future Vol, veh/h 0 9 11 318 384 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 10 12 346 417 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 420 422 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 633 1137 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 633 1137 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 10.8 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1137 - 633 - - HCM Lane V/C Ratio 0.011 - 0.015 - - HCM Control Delay (s) 8.2 - 10.8 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0 - - Scenario 2: Existing Plus Project- AM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 321 309 15 41 5 Future Vol, veh/h 1 321 309 15 41 5 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 1 349 336 16 45 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 352 0 - 0 695 344 Stage 1 - - - - 344 - Stage 2 - - - - 351 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1207 - - - 408 699 Stage 1 - - - - 718 - Stage 2 - - - - 713 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1207 - - - 408 699 Mov Cap-2 Maneuver - - - - 408 - Stage 1 - - - - 718 - Stage 2 - - - - 712 - Approach EB WB SB HCM Control Delay, s 0 0 14.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1207 - - - 427 HCM Lane V/C Ratio 0.001 - - - 0.117 HCM Control Delay (s) 8 0 - - 14.5 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.4 Scenario 2: Existing Plus Project- PM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 32 242 2 4 240 21 1 1 2 13 6 34 Future Vol, veh/h 32 242 2 4 240 21 1 1 2 13 6 34 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 266 2 4 264 23 1 1 2 14 7 37 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 287 0 0 268 0 0 643 633 267 623 622 275 Stage 1 - - - - - - 337 337 - 284 284 - Stage 2 - - - - - - 306 296 - 339 338 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1275 - - 1296 - - 386 397 772 398 403 764 Stage 1 - - - - - - 677 641 - 723 676 - Stage 2 - - - - - - 704 668 - 676 641 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1275 - - 1296 - - 352 383 772 385 389 764 Mov Cap-2 Maneuver - - - - - - 352 383 - 385 389 - Stage 1 - - - - - - 655 620 - 700 673 - Stage 2 - - - - - - 660 665 - 651 620 - Approach EB WB NB SB HCM Control Delay, s 0.9 0.1 12.3 12.1 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 497 1275 - - 1296 - - 566 HCM Lane V/C Ratio 0.009 0.028 - - 0.003 - - 0.103 HCM Control Delay (s) 12.3 7.9 0 - 7.8 0 - 12.1 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0.1 - - 0 - - 0.3 Scenario 2: Existing Plus Project- PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 69 218 15 29 271 148 16 146 49 129 151 59 Future Volume (veh/h) 69 218 15 29 271 148 16 146 49 129 151 59 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 72 227 16 30 282 154 17 152 51 134 157 61 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 93 507 36 55 310 169 35 411 138 146 474 184 Arrive On Green 0.05 0.29 0.29 0.03 0.27 0.27 0.02 0.31 0.31 0.08 0.37 0.37 Sat Flow, veh/h 1774 1720 121 1774 1134 619 1774 1336 448 1774 1278 497 Grp Volume(v), veh/h 72 0 243 30 0 436 17 0 203 134 0 218 Grp Sat Flow(s),veh/h/ln 1774 0 1841 1774 0 1753 1774 0 1784 1774 0 1775 Q Serve(g_s), s 2.9 0.0 7.8 1.2 0.0 17.5 0.7 0.0 6.5 5.5 0.0 6.4 Cycle Q Clear(g_c), s 2.9 0.0 7.8 1.2 0.0 17.5 0.7 0.0 6.5 5.5 0.0 6.4 Prop In Lane 1.00 0.07 1.00 0.35 1.00 0.25 1.00 0.28 Lane Grp Cap(c), veh/h 93 0 543 55 0 480 35 0 549 146 0 658 V/C Ratio(X) 0.77 0.00 0.45 0.54 0.00 0.91 0.48 0.00 0.37 0.92 0.00 0.33 Avail Cap(c_a), veh/h 122 0 543 122 0 506 122 0 549 146 0 658 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 34.0 0.0 20.8 34.7 0.0 25.5 35.3 0.0 19.6 33.1 0.0 16.4 Incr Delay (d2), s/veh 19.4 0.0 0.6 8.0 0.0 19.8 9.7 0.0 1.9 50.0 0.0 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 1.9 0.0 4.0 0.7 0.0 11.1 0.4 0.0 3.4 4.7 0.0 3.4 LnGrp Delay(d),s/veh 53.4 0.0 21.4 42.7 0.0 45.3 45.0 0.0 21.6 83.1 0.0 17.8 LnGrp LOS D C D D D C F B Approach Vol, veh/h 315 466 220 352 Approach Delay, s/veh 28.7 45.2 23.4 42.6 Approach LOS C D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 27.4 7.6 26.7 6.5 31.9 9.1 25.2 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 6.0 22.4 5.0 21.0 5.0 23.4 5.0 21.0 Max Q Clear Time (g_c+I1), s 7.5 8.5 3.2 9.8 2.7 8.4 4.9 19.5 Green Ext Time (p_c), s 0.0 2.0 0.0 3.0 0.0 2.0 0.0 0.4 Intersection Summary HCM 2010 Ctrl Delay 37.1 HCM 2010 LOS D Scenario 2: Existing Plus Project- PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 72 243 30 436 17 203 134 218 v/c Ratio 0.58 0.40 0.24 0.87 0.14 0.35 0.89 0.27 Control Delay 54.2 21.6 38.2 43.0 35.6 20.0 88.3 14.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.2 21.6 38.2 43.0 35.6 20.0 88.3 14.5 Queue Length 50th (ft) 33 71 14 175 8 65 63 53 Queue Length 95th (ft) #92 157 39 #331 27 120 #166 124 Internal Link Dist (ft) 2600 5202 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 125 650 125 550 125 585 150 812 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.37 0.24 0.79 0.14 0.35 0.89 0.27 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 2: Existing Plus Project- PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 354 43 83 432 38 44 Future Vol, veh/h 354 43 83 432 38 44 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 250 - 265 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 389 47 91 475 42 48 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 436 0 1070 413 Stage 1 - - - - 413 - Stage 2 - - - - 657 - Critical Hdwy - - 4.12 - 7.12 6.22 Critical Hdwy Stg 1 - - - - 6.12 - Critical Hdwy Stg 2 - - - - 6.12 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1124 - 199 639 Stage 1 - - - - 616 - Stage 2 - - - - 454 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1124 - 187 639 Mov Cap-2 Maneuver - - - - 187 - Stage 1 - - - - 616 - Stage 2 - - - - 417 - Approach EB WB NB HCM Control Delay, s 0 1.4 19.7 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 187 639 - - 1124 - HCM Lane V/C Ratio 0.223 0.076 - - 0.081 - HCM Control Delay (s) 29.7 11.1 - - 8.5 - HCM Lane LOS D B - - A - HCM 95th %tile Q(veh) 0.8 0.2 - - 0.3 - Scenario 2: Existing Plus Project- PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 356 44 103 494 31 48 Future Vol, veh/h 356 44 103 494 31 48 Conflicting Peds, #/hr 0 0 0 0 0 0 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 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 383 47 111 531 33 52 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 430 0 1159 406 Stage 1 - - - - 406 - Stage 2 - - - - 753 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1129 - 216 645 Stage 1 - - - - 673 - Stage 2 - - - - 465 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1129 - 186 645 Mov Cap-2 Maneuver - - - - 186 - Stage 1 - - - - 673 - Stage 2 - - - - 400 - Approach EB WB NB HCM Control Delay, s 0 1.5 19.8 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 328 - - 1129 - HCM Lane V/C Ratio 0.259 - - 0.098 - HCM Control Delay (s) 19.8 - - 8.5 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 1 - - 0.3 - Scenario 2: Existing Plus Project- PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 375 31 427 554 207 29 44 295 128 66 11 Future Volume (veh/h) 3 375 31 427 554 207 29 44 295 128 66 11 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 3 379 31 431 560 209 29 44 298 129 67 11 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 1 1 0 Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 7 598 267 409 737 626 52 61 413 133 530 87 Arrive On Green 0.00 0.17 0.17 0.23 0.40 0.40 0.03 0.29 0.29 0.07 0.34 0.34 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 208 1407 1774 1561 256 Grp Volume(v), veh/h 3 379 31 431 560 209 29 0 342 129 0 78 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1614 1774 0 1818 Q Serve(g_s), s 0.1 8.5 1.4 19.7 22.2 7.9 1.4 0.0 16.2 6.2 0.0 2.5 Cycle Q Clear(g_c), s 0.1 8.5 1.4 19.7 22.2 7.9 1.4 0.0 16.2 6.2 0.0 2.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.87 1.00 0.14 Lane Grp Cap(c), veh/h 7 598 267 409 737 626 52 0 474 133 0 617 V/C Ratio(X) 0.42 0.63 0.12 1.05 0.76 0.33 0.56 0.00 0.72 0.97 0.00 0.13 Avail Cap(c_a), veh/h 104 787 352 409 737 626 118 0 474 133 0 617 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 42.4 33.0 30.1 32.9 22.3 18.0 40.9 0.0 27.0 39.4 0.0 19.5 Incr Delay (d2), s/veh 34.9 1.1 0.2 59.3 4.6 0.3 9.2 0.0 9.1 68.8 0.0 0.4 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 0.1 4.3 0.6 16.3 12.3 3.5 0.8 0.0 8.4 5.5 0.0 1.3 LnGrp Delay(d),s/veh 77.3 34.2 30.3 92.1 27.0 18.3 50.1 0.0 36.2 108.2 0.0 19.9 LnGrp LOS E C C F C B D D F B Approach Vol, veh/h 413 1200 371 207 Approach Delay, s/veh 34.2 48.9 37.3 74.9 Approach LOS C D D E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 29.7 25.0 19.7 7.1 33.6 5.6 39.1 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 6.4 25.1 19.7 19.0 5.7 25.8 5.0 33.7 Max Q Clear Time (g_c+I1), s 8.2 18.2 21.7 10.5 3.4 4.5 2.1 24.2 Green Ext Time (p_c), s 0.0 1.4 0.0 3.9 0.0 2.6 0.0 4.4 Intersection Summary HCM 2010 Ctrl Delay 46.6 HCM 2010 LOS D Scenario 2: Existing Plus Project- PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 3 379 31 431 560 209 29 342 129 78 v/c Ratio 0.03 0.64 0.07 1.06 0.69 0.26 0.25 0.50 0.98 0.11 Control Delay 40.3 38.2 0.3 94.9 25.7 3.5 44.6 7.8 115.9 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.3 38.2 0.3 94.9 25.7 3.5 44.6 7.8 115.9 19.2 Queue Length 50th (ft) 2 101 0 ~256 223 0 15 17 70 22 Queue Length 95th (ft) 11 146 0 #464 #450 43 44 89 #190 63 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 100 160 100 160 Base Capacity (vph) 103 788 511 408 815 810 118 686 132 692 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.48 0.06 1.06 0.69 0.26 0.25 0.50 0.98 0.11 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 2: Existing Plus Project- PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 18 11 21 9 28 11 25 283 14 17 316 20 Future Vol, veh/h 18 11 21 9 28 11 25 283 14 17 316 20 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 20 12 23 10 31 12 28 314 16 19 351 22 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 799 786 362 796 789 322 373 0 0 330 0 0 Stage 1 400 400 - 378 378 - - - - - - - Stage 2 399 386 - 418 411 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 304 324 683 305 323 719 1185 - - 1229 - - Stage 1 626 602 - 644 615 - - - - - - - Stage 2 627 610 - 612 595 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 268 311 683 277 310 719 1185 - - 1229 - - Mov Cap-2 Maneuver 268 311 - 277 310 - - - - - - - Stage 1 611 593 - 629 600 - - - - - - - Stage 2 571 596 - 570 586 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.3 17.2 0.6 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1185 - - 375 348 1229 - - HCM Lane V/C Ratio 0.023 - - 0.148 0.153 0.015 - - HCM Control Delay (s) 8.1 - - 16.3 17.2 8 - - HCM Lane LOS A - - C C A - - HCM 95th %tile Q(veh) 0.1 - - 0.5 0.5 0 - - Scenario 2: Existing Plus Project- PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 22 80 170 19 88 128 Future Vol, veh/h 22 80 170 19 88 128 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 330 - - - 250 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 26 94 200 22 104 151 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 569 111 0 0 222 0 Stage 1 211 - - - - - Stage 2 358 - - - - - Critical Hdwy 6.08 7.13 - - 5.33 - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 - - 3.119 - Pot Cap-1 Maneuver 495 783 - - 913 - Stage 1 739 - - - - - Stage 2 682 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 439 783 - - 913 - Mov Cap-2 Maneuver 439 - - - - - Stage 1 739 - - - - - Stage 2 604 - - - - - Approach WB NB SB HCM Control Delay, s 11 0 3.8 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 439 783 913 - HCM Lane V/C Ratio - - 0.059 0.12 0.113 - HCM Control Delay (s) - - 13.7 10.2 9.4 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.2 0.4 0.4 - Scenario 2: Existing Plus Project- PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20 6 5 5 4 93 6 334 6 109 424 26 Future Vol, veh/h 20 6 5 5 4 93 6 334 6 109 424 26 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 250 - - 200 - 0 250 - 185 250 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 21 6 5 5 4 97 6 348 6 114 442 27 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 871 1042 455 1048 1056 174 469 0 0 348 0 0 Stage 1 682 682 - 360 360 - - - - - - - Stage 2 189 360 - 688 696 - - - - - - - Critical Hdwy 7.33 6.53 6.23 7.33 6.53 6.93 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.53 5.53 - - - - - - - Critical Hdwy Stg 2 6.53 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - - Pot Cap-1 Maneuver 258 229 604 194 225 840 1091 - - 1209 - - Stage 1 439 449 - 632 626 - - - - - - - Stage 2 795 626 - 435 442 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 208 206 604 174 203 840 1091 - - 1209 - - Mov Cap-2 Maneuver 208 206 - 174 203 - - - - - - - Stage 1 437 407 - 629 623 - - - - - - - Stage 2 695 623 - 385 400 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 21.9 11.1 0.1 1.6 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h) 1091 - - 208 294 174 203 840 1209 - - HCM Lane V/C Ratio 0.006 - - 0.1 0.039 0.03 0.021 0.115 0.094 - - HCM Control Delay (s) 8.3 - - 24.2 17.7 26.3 23.1 9.8 8.3 - - HCM Lane LOS A - - C C D C A A - - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0.1 0.1 0.4 0.3 - - Scenario 2: Existing Plus Project- PM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 30 41 330 309 11 Future Vol, veh/h 0 30 41 330 309 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 33 45 359 336 12 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 342 348 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 701 1211 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 701 1211 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 10.4 0.9 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1211 - 701 - - HCM Lane V/C Ratio 0.037 - 0.047 - - HCM Control Delay (s) 8.1 - 10.4 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.1 - 0.1 - - Scenario 2: Existing Plus Project- PM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 6 274 300 46 28 2 Future Vol, veh/h 6 274 300 46 28 2 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 7 298 326 50 30 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 376 0 - 0 662 351 Stage 1 - - - - 351 - Stage 2 - - - - 311 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1182 - - - 427 692 Stage 1 - - - - 713 - Stage 2 - - - - 743 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1182 - - - 424 692 Mov Cap-2 Maneuver - - - - 424 - Stage 1 - - - - 713 - Stage 2 - - - - 738 - Approach EB WB SB HCM Control Delay, s 0.2 0 13.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1182 - - - 435 HCM Lane V/C Ratio 0.006 - - - 0.075 HCM Control Delay (s) 8.1 0 - - 13.9 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.2 Scenario 2A: Mitigated Existing Plus Project- AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 4.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 437 46 36 328 71 131 Future Vol, veh/h 437 46 36 328 71 131 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 100 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 546 58 45 410 89 164 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 604 0 1075 575 Stage 1 - - - - 575 - Stage 2 - - - - 500 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 974 - 243 518 Stage 1 - - - - 563 - Stage 2 - - - - 609 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 974 - 228 518 Mov Cap-2 Maneuver - - - - 228 - Stage 1 - - - - 563 - Stage 2 - - - - 572 - Approach EB WB NB HCM Control Delay, s 0 0.9 20.5 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 228 518 - - 974 - HCM Lane V/C Ratio 0.389 0.316 - - 0.046 - HCM Control Delay (s) 30.5 15.1 - - 8.9 0 HCM Lane LOS D C - - A A HCM 95th %tile Q(veh) 1.7 1.3 - - 0.1 - Scenario 2A: Mitigated Existing Plus Project- AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 533 28 231 325 58 29 36 387 216 84 12 Future Volume (veh/h) 13 533 28 231 325 58 29 36 387 216 84 12 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 14 592 31 257 361 64 32 40 430 240 93 13 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 2 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 30 771 345 224 610 518 57 45 480 242 585 82 Arrive On Green 0.02 0.22 0.22 0.13 0.33 0.33 0.03 0.33 0.33 0.07 0.37 0.37 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 136 1467 3442 1600 224 Grp Volume(v), veh/h 14 592 31 257 361 64 32 0 470 240 0 106 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1604 1721 0 1823 Q Serve(g_s), s 0.6 12.1 1.2 9.7 12.4 2.2 1.4 0.0 21.4 5.3 0.0 3.0 Cycle Q Clear(g_c), s 0.6 12.1 1.2 9.7 12.4 2.2 1.4 0.0 21.4 5.3 0.0 3.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.12 Lane Grp Cap(c), veh/h 30 771 345 224 610 518 57 0 525 242 0 666 V/C Ratio(X) 0.47 0.77 0.09 1.15 0.59 0.12 0.56 0.00 0.90 0.99 0.00 0.16 Avail Cap(c_a), veh/h 116 923 413 224 610 518 116 0 525 242 0 666 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 37.4 28.2 23.9 33.5 21.5 18.1 36.6 0.0 24.6 35.6 0.0 16.4 Incr Delay (d2), s/veh 11.0 3.3 0.1 104.9 1.5 0.1 8.3 0.0 20.5 55.0 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 6.2 0.5 11.2 6.6 1.0 0.8 0.0 12.4 4.4 0.0 1.6 LnGrp Delay(d),s/veh 48.4 31.5 24.0 138.4 23.1 18.2 44.9 0.0 45.0 90.6 0.0 16.9 LnGrp LOS D C C F C B D D F B Approach Vol, veh/h 637 682 502 346 Approach Delay, s/veh 31.5 66.1 45.0 68.0 Approach LOS C E D E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 29.7 15.0 22.0 7.1 32.6 6.6 30.4 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 5.4 25.1 9.7 20.0 5.0 25.5 5.0 24.7 Max Q Clear Time (g_c+I1), s 7.3 23.4 11.7 14.1 3.4 5.0 2.6 14.4 Green Ext Time (p_c), s 0.0 0.7 0.0 2.6 0.0 3.8 0.0 4.3 Intersection Summary HCM 2010 Ctrl Delay 51.3 HCM 2010 LOS D Scenario 2A: Mitigated Existing Plus Project- AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 14 592 31 257 361 64 32 470 240 106 v/c Ratio 0.12 0.74 0.06 1.16 0.49 0.09 0.28 0.71 1.00 0.14 Control Delay 38.0 34.2 0.2 145.8 21.4 0.2 42.2 19.5 99.9 16.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.0 34.2 0.2 145.8 21.4 0.2 42.2 19.5 99.9 16.5 Queue Length 50th (ft) 7 140 0 ~155 121 0 15 108 ~63 27 Queue Length 95th (ft) 25 195 0 #300 243 0 43 225 #138 71 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 100 400 100 160 Base Capacity (vph) 114 913 525 221 733 717 114 664 239 746 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.65 0.06 1.16 0.49 0.09 0.28 0.71 1.00 0.14 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 2A: Mitigated Existing Plus Project- PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 356 44 103 494 31 48 Future Vol, veh/h 356 44 103 494 31 48 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 100 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 383 47 111 531 33 52 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 430 0 1159 406 Stage 1 - - - - 406 - Stage 2 - - - - 753 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1129 - 216 645 Stage 1 - - - - 673 - Stage 2 - - - - 465 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1129 - 186 645 Mov Cap-2 Maneuver - - - - 186 - Stage 1 - - - - 673 - Stage 2 - - - - 400 - Approach EB WB NB HCM Control Delay, s 0 1.5 17.9 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 186 645 - - 1129 - HCM Lane V/C Ratio 0.179 0.08 - - 0.098 - HCM Control Delay (s) 28.5 11.1 - - 8.5 0 HCM Lane LOS D B - - A A HCM 95th %tile Q(veh) 0.6 0.3 - - 0.3 - Scenario 2A: Mitigated Existing Plus Project- PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 375 31 427 554 207 29 44 295 128 66 11 Future Volume (veh/h) 3 375 31 427 554 207 29 44 295 128 66 11 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 3 379 31 431 560 209 29 44 298 129 67 11 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 2 1 0 Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 7 595 266 477 807 686 51 60 405 197 494 81 Arrive On Green 0.00 0.17 0.17 0.27 0.43 0.43 0.03 0.29 0.29 0.06 0.32 0.32 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 208 1407 3442 1561 256 Grp Volume(v), veh/h 3 379 31 431 560 209 29 0 342 129 0 78 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1614 1721 0 1818 Q Serve(g_s), s 0.2 9.1 1.5 21.3 22.1 7.8 1.5 0.0 17.4 3.3 0.0 2.8 Cycle Q Clear(g_c), s 0.2 9.1 1.5 21.3 22.1 7.8 1.5 0.0 17.4 3.3 0.0 2.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.87 1.00 0.14 Lane Grp Cap(c), veh/h 7 595 266 477 807 686 51 0 464 197 0 575 V/C Ratio(X) 0.42 0.64 0.12 0.90 0.69 0.30 0.57 0.00 0.74 0.66 0.00 0.14 Avail Cap(c_a), veh/h 98 780 349 717 1061 902 117 0 464 281 0 575 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 45.1 35.2 32.0 32.0 20.9 16.8 43.5 0.0 29.2 41.9 0.0 22.2 Incr Delay (d2), s/veh 35.1 1.1 0.2 10.6 1.3 0.2 9.8 0.0 10.0 3.7 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 4.5 0.7 11.8 11.6 3.4 0.9 0.0 9.0 1.7 0.0 1.5 LnGrp Delay(d),s/veh 80.2 36.3 32.2 42.7 22.2 17.1 53.3 0.0 39.2 45.6 0.0 22.7 LnGrp LOS F D C D C B D D D C Approach Vol, veh/h 413 1200 371 207 Approach Delay, s/veh 36.3 28.6 40.3 36.9 Approach LOS D C D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.8 30.7 29.7 20.6 7.2 33.3 5.7 44.6 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 7.4 26.1 36.7 20.0 6.0 27.5 5.0 51.7 Max Q Clear Time (g_c+I1), s 5.3 19.4 23.3 11.1 3.5 4.8 2.2 24.1 Green Ext Time (p_c), s 0.1 1.4 1.1 4.2 0.0 2.7 0.0 7.1 Intersection Summary HCM 2010 Ctrl Delay 32.8 HCM 2010 LOS C Scenario 2A: Mitigated Existing Plus Project- PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 3 379 31 431 560 209 29 342 129 78 v/c Ratio 0.03 0.67 0.08 0.85 0.62 0.24 0.27 0.52 0.50 0.13 Control Delay 49.7 45.7 0.4 49.0 22.4 2.9 54.1 10.1 53.0 27.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.7 45.7 0.4 49.0 22.4 2.9 54.1 10.1 53.0 27.0 Queue Length 50th (ft) 2 117 0 249 234 0 18 24 40 33 Queue Length 95th (ft) 12 181 0 386 412 40 51 114 78 79 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 95 400 100 160 Base Capacity (vph) 92 737 462 677 1024 964 110 652 264 613 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.51 0.07 0.64 0.55 0.22 0.26 0.52 0.49 0.13 Intersection Summary Scenario 3: Near Term Plus Project - AM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 294 2 3 279 23 3 6 2 25 5 79 Future Vol, veh/h 52 294 2 3 279 23 3 6 2 25 5 79 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 75 75 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 69 392 3 4 372 31 4 8 3 33 7 105 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 403 0 0 395 0 0 983 943 393 932 928 387 Stage 1 - - - - - - 532 532 - 395 395 - Stage 2 - - - - - - 451 411 - 537 533 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1156 - - 1164 - - 228 263 656 247 268 661 Stage 1 - - - - - - 531 526 - 630 605 - Stage 2 - - - - - - 588 595 - 528 525 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1156 - - 1164 - - 176 242 656 225 247 661 Mov Cap-2 Maneuver - - - - - - 176 242 - 225 247 - Stage 1 - - - - - - 491 486 - 582 603 - Stage 2 - - - - - - 487 593 - 478 485 - Approach EB WB NB SB HCM Control Delay, s 1.2 0.1 20.6 17.4 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 245 1156 - - 1164 - - 434 HCM Lane V/C Ratio 0.06 0.06 - - 0.003 - - 0.335 HCM Control Delay (s) 20.6 8.3 0 - 8.1 0 - 17.4 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.2 0.2 - - 0 - - 1.5 Scenario 3: Near Term Plus Project - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 286 23 24 222 123 25 152 47 176 168 97 Future Volume (veh/h) 79 286 23 24 222 123 25 152 47 176 168 97 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 90 325 26 27 252 140 28 173 53 200 191 110 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 115 487 39 50 281 156 52 399 122 229 434 250 Arrive On Green 0.06 0.29 0.29 0.03 0.25 0.25 0.03 0.29 0.29 0.13 0.39 0.39 Sat Flow, veh/h 1774 1703 136 1774 1126 626 1774 1369 419 1774 1110 639 Grp Volume(v), veh/h 90 0 351 27 0 392 28 0 226 200 0 301 Grp Sat Flow(s),veh/h/ln 1774 0 1839 1774 0 1752 1774 0 1789 1774 0 1750 Q Serve(g_s), s 3.9 0.0 13.1 1.2 0.0 16.8 1.2 0.0 8.0 8.6 0.0 9.8 Cycle Q Clear(g_c), s 3.9 0.0 13.1 1.2 0.0 16.8 1.2 0.0 8.0 8.6 0.0 9.8 Prop In Lane 1.00 0.07 1.00 0.36 1.00 0.23 1.00 0.37 Lane Grp Cap(c), veh/h 115 0 526 50 0 437 52 0 521 229 0 684 V/C Ratio(X) 0.78 0.00 0.67 0.54 0.00 0.90 0.54 0.00 0.43 0.87 0.00 0.44 Avail Cap(c_a), veh/h 130 0 526 117 0 477 114 0 521 229 0 684 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 35.7 0.0 24.5 37.2 0.0 28.2 37.1 0.0 22.3 33.2 0.0 17.4 Incr Delay (d2), s/veh 23.3 0.0 3.2 8.5 0.0 18.5 8.5 0.0 2.6 29.1 0.0 2.0 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 2.6 0.0 7.1 0.7 0.0 10.3 0.7 0.0 4.3 6.1 0.0 5.1 LnGrp Delay(d),s/veh 59.1 0.0 27.7 45.7 0.0 46.6 45.6 0.0 24.9 62.3 0.0 19.4 LnGrp LOS E C D D D C E B Approach Vol, veh/h 441 419 254 501 Approach Delay, s/veh 34.1 46.6 27.2 36.5 Approach LOS C D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 27.6 7.5 27.5 7.3 35.3 10.3 24.7 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 10.0 22.6 5.1 21.7 5.0 27.6 5.7 21.1 Max Q Clear Time (g_c+I1), s 10.6 10.0 3.2 15.1 3.2 11.8 5.9 18.8 Green Ext Time (p_c), s 0.0 2.4 0.0 2.3 0.0 2.7 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 37.0 HCM 2010 LOS D Scenario 3: Near Term Plus Project - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 90 351 27 392 28 226 200 301 v/c Ratio 0.67 0.62 0.23 0.85 0.24 0.41 0.84 0.37 Control Delay 62.2 28.4 40.3 43.7 40.8 23.5 66.2 16.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.2 28.4 40.3 43.7 40.8 23.5 66.2 16.3 Queue Length 50th (ft) 45 124 13 167 14 84 100 78 Queue Length 95th (ft) #115 240 37 #296 38 143 #214 166 Internal Link Dist (ft) 2600 5202 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 135 624 120 521 118 557 237 819 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.56 0.23 0.75 0.24 0.41 0.84 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3: Near Term Plus Project - AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 8.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 420 78 151 305 70 269 Future Vol, veh/h 420 78 151 305 70 269 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 250 - 265 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 83 83 83 83 83 83 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 506 94 182 367 84 324 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 600 0 1284 553 Stage 1 - - - - 553 - Stage 2 - - - - 731 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 977 - 182 533 Stage 1 - - - - 576 - Stage 2 - - - - 476 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 977 - 148 533 Mov Cap-2 Maneuver - - - - 148 - Stage 1 - - - - 576 - Stage 2 - - - - 387 - Approach EB WB NB HCM Control Delay, s 0 3.2 29.1 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 148 533 - - 977 - HCM Lane V/C Ratio 0.57 0.608 - - 0.186 - HCM Control Delay (s) 57.5 21.7 - - 9.5 - HCM Lane LOS F C - - A - HCM 95th %tile Q(veh) 2.9 4 - - 0.7 - Scenario 3: Near Term Plus Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 29.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 578 113 46 372 84 151 Future Vol, veh/h 578 113 46 372 84 151 Conflicting Peds, #/hr 0 0 0 0 0 0 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 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 723 141 58 465 105 189 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 864 0 1373 793 Stage 1 - - - - 793 - Stage 2 - - - - 580 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 779 - 161 389 Stage 1 - - - - 446 - Stage 2 - - - - 560 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 779 - 145 389 Mov Cap-2 Maneuver - - - - 145 - Stage 1 - - - - 446 - Stage 2 - - - - 504 - Approach EB WB NB HCM Control Delay, s 0 1.1 168.1 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 243 - - 779 - HCM Lane V/C Ratio 1.209 - - 0.074 - HCM Control Delay (s) 168.1 - - 10 0 HCM Lane LOS F - - A A HCM 95th %tile Q(veh) 14.1 - - 0.2 - Scenario 3: Near Term Plus Project - AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 43 717 28 231 357 117 29 65 387 289 98 37 Future Volume (veh/h) 43 717 28 231 357 117 29 65 387 289 98 37 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 48 797 31 257 397 130 32 72 430 321 109 41 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 65 796 356 263 626 532 52 57 340 326 516 194 Arrive On Green 0.04 0.22 0.22 0.15 0.34 0.34 0.03 0.24 0.24 0.18 0.40 0.40 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 232 1386 1774 1291 486 Grp Volume(v), veh/h 48 797 31 257 397 130 32 0 502 321 0 150 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1618 1774 0 1777 Q Serve(g_s), s 2.7 22.5 1.5 14.4 18.0 5.9 1.8 0.0 24.5 18.0 0.0 5.5 Cycle Q Clear(g_c), s 2.7 22.5 1.5 14.4 18.0 5.9 1.8 0.0 24.5 18.0 0.0 5.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.86 1.00 0.27 Lane Grp Cap(c), veh/h 65 796 356 263 626 532 52 0 396 326 0 710 V/C Ratio(X) 0.73 1.00 0.09 0.98 0.63 0.24 0.61 0.00 1.27 0.98 0.00 0.21 Avail Cap(c_a), veh/h 89 796 356 263 626 532 108 0 396 326 0 710 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 47.7 38.8 30.6 42.4 28.0 24.0 48.0 0.0 37.8 40.6 0.0 19.7 Incr Delay (d2), s/veh 18.5 32.1 0.1 49.5 2.1 0.2 11.1 0.0 138.5 45.2 0.0 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 1.7 14.5 0.7 10.7 9.6 2.6 1.0 0.0 26.2 12.9 0.0 2.8 LnGrp Delay(d),s/veh 66.2 70.8 30.7 91.9 30.1 24.2 59.0 0.0 176.2 85.8 0.0 20.4 LnGrp LOS E F C F C C E F F C Approach Vol, veh/h 876 784 534 471 Approach Delay, s/veh 69.2 49.4 169.2 65.0 Approach LOS E D F E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.0 29.1 20.1 27.8 7.5 44.6 9.0 38.9 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 18.4 24.5 14.8 22.5 6.1 36.8 5.0 32.3 Max Q Clear Time (g_c+I1), s 20.0 26.5 16.4 24.5 3.8 7.5 4.7 20.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 4.8 0.0 6.1 Intersection Summary HCM 2010 Ctrl Delay 82.7 HCM 2010 LOS F Scenario 3: Near Term Plus Project - AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 48 797 31 257 397 130 32 502 321 150 v/c Ratio 0.55 1.00 0.06 0.98 0.62 0.20 0.30 0.84 0.99 0.20 Control Delay 69.7 71.9 0.2 96.1 33.4 2.2 52.8 31.2 89.2 18.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.7 71.9 0.2 96.1 33.4 2.2 52.8 31.2 89.2 18.4 Queue Length 50th (ft) 31 ~269 0 165 216 0 20 151 206 55 Queue Length 95th (ft) #80 #400 0 #324 322 19 50 #334 #380 102 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 100 160 100 160 Base Capacity (vph) 88 796 536 261 639 659 107 596 325 746 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.55 1.00 0.06 0.98 0.62 0.20 0.30 0.84 0.99 0.20 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3: Near Term Plus Project - AM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 28 9 31 23 20 7 16 373 8 10 295 21 Future Vol, veh/h 28 9 31 23 20 7 16 373 8 10 295 21 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 31 10 34 25 22 8 18 410 9 11 324 23 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 822 812 336 829 818 414 347 0 0 419 0 0 Stage 1 358 358 - 449 449 - - - - - - - Stage 2 464 454 - 380 369 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 293 313 706 290 311 638 1212 - - 1140 - - Stage 1 660 628 - 589 572 - - - - - - - Stage 2 578 569 - 642 621 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 268 305 706 264 303 638 1212 - - 1140 - - Mov Cap-2 Maneuver 268 305 - 264 303 - - - - - - - Stage 1 650 622 - 580 564 - - - - - - - Stage 2 541 561 - 596 615 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.7 19.4 0.3 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1212 - - 382 305 1140 - - HCM Lane V/C Ratio 0.015 - - 0.196 0.18 0.01 - - HCM Control Delay (s) 8 - - 16.7 19.4 8.2 - - HCM Lane LOS A - - C C A - - HCM 95th %tile Q(veh) 0 - - 0.7 0.6 0 - - Scenario 3: Near Term Plus Project - AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 4.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 67 97 111 28 66 154 Future Vol, veh/h 67 97 111 28 66 154 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 330 - - - 250 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 114 131 33 78 181 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 483 82 0 0 164 0 Stage 1 147 - - - - - Stage 2 336 - - - - - Critical Hdwy 6.08 7.13 - - 5.33 - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 - - 3.119 - Pot Cap-1 Maneuver 550 816 - - 971 - Stage 1 806 - - - - - Stage 2 698 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 506 816 - - 971 - Mov Cap-2 Maneuver 506 - - - - - Stage 1 806 - - - - - Stage 2 642 - - - - - Approach WB NB SB HCM Control Delay, s 11.4 0 2.7 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 506 816 971 - HCM Lane V/C Ratio - - 0.156 0.14 0.08 - HCM Control Delay (s) - - 13.4 10.1 9 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.5 0.5 0.3 - Scenario 3: Near Term Plus Project - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 24 2 6 8 4 221 2 466 13 108 304 16 Future Volume (veh/h) 24 2 6 8 4 221 2 466 13 108 304 16 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 26 2 7 9 4 240 2 507 14 117 330 17 Adj No. of Lanes 1 1 1 1 1 1 1 2 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 54 398 338 21 363 309 5 951 425 151 654 556 Arrive On Green 0.03 0.21 0.21 0.01 0.19 0.19 0.00 0.27 0.27 0.09 0.35 0.35 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 3539 1583 1774 1863 1583 Grp Volume(v), veh/h 26 2 7 9 4 240 2 507 14 117 330 17 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1863 1583 Q Serve(g_s), s 0.7 0.0 0.2 0.2 0.1 6.8 0.1 5.8 0.3 3.1 6.6 0.3 Cycle Q Clear(g_c), s 0.7 0.0 0.2 0.2 0.1 6.8 0.1 5.8 0.3 3.1 6.6 0.3 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 54 398 338 21 363 309 5 951 425 151 654 556 V/C Ratio(X) 0.48 0.01 0.02 0.43 0.01 0.78 0.41 0.53 0.03 0.78 0.50 0.03 Avail Cap(c_a), veh/h 187 1019 866 187 1019 866 187 1937 866 299 1137 966 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 22.7 14.7 14.8 23.3 15.4 18.2 23.7 14.8 12.8 21.3 12.2 10.1 Incr Delay (d2), s/veh 6.4 0.0 0.0 13.4 0.0 4.2 47.4 0.5 0.0 8.3 0.6 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 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.0 0.1 0.2 0.0 3.3 0.1 2.9 0.1 1.8 3.5 0.1 LnGrp Delay(d),s/veh 29.1 14.7 14.8 36.7 15.4 22.4 71.0 15.3 12.9 29.5 12.8 10.1 LnGrp LOS C B B D B C E B B C B B Approach Vol, veh/h 35 253 523 464 Approach Delay, s/veh 25.4 22.8 15.4 16.9 Approach LOS C C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.0 17.8 5.6 15.2 5.1 21.7 6.5 14.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 26.0 5.0 26.0 5.0 29.0 5.0 26.0 Max Q Clear Time (g_c+I1), s 5.1 7.8 2.2 2.2 2.1 8.6 2.7 8.8 Green Ext Time (p_c), s 0.1 5.0 0.0 0.8 0.0 5.2 0.0 0.7 Intersection Summary HCM 2010 Ctrl Delay 17.7 HCM 2010 LOS B Scenario 3: Near Term Plus Project - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 26 2 7 9 4 240 2 507 14 117 330 17 v/c Ratio 0.12 0.01 0.02 0.04 0.01 0.53 0.01 0.43 0.02 0.36 0.33 0.02 Control Delay 24.0 19.0 0.2 23.4 19.0 8.4 23.5 14.7 0.1 23.2 9.5 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.0 19.0 0.2 23.4 19.0 8.4 23.5 14.7 0.1 23.2 9.5 0.1 Queue Length 50th (ft) 5 0 0 2 1 0 0 48 0 22 26 0 Queue Length 95th (ft) 31 5 0 15 8 52 6 125 0 #92 169 0 Internal Link Dist (ft) 1888 2509 3086 1727 Turn Bay Length (ft) 200 200 200 250 185 250 150 Base Capacity (vph) 212 1164 1047 212 1164 1079 212 2211 1047 340 1298 1150 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.00 0.01 0.04 0.00 0.22 0.01 0.23 0.01 0.34 0.25 0.01 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3: Near Term Plus Project - AM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 46 11 352 395 4 Future Vol, veh/h 0 46 11 352 395 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 50 12 383 429 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 432 434 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 624 1126 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 624 1126 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 11.3 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1126 - 624 - - HCM Lane V/C Ratio 0.011 - 0.08 - - HCM Control Delay (s) 8.2 - 11.3 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0.3 - - Scenario 3: Near Term Plus Project - AM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 347 325 15 41 5 Future Vol, veh/h 1 347 325 15 41 5 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 1 377 353 16 45 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 370 0 - 0 740 361 Stage 1 - - - - 361 - Stage 2 - - - - 379 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1189 - - - 384 684 Stage 1 - - - - 705 - Stage 2 - - - - 692 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1189 - - - 384 684 Mov Cap-2 Maneuver - - - - 384 - Stage 1 - - - - 705 - Stage 2 - - - - 691 - Approach EB WB SB HCM Control Delay, s 0 0 15.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1189 - - - 403 HCM Lane V/C Ratio 0.001 - - - 0.124 HCM Control Delay (s) 8 0 - - 15.2 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0 - - - 0.4 Scenario 3: Near Term Plus Project - PM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 32 305 2 5 269 22 1 1 2 13 6 34 Future Vol, veh/h 32 305 2 5 269 22 1 1 2 13 6 34 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 335 2 5 296 24 1 1 2 14 7 37 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 320 0 0 337 0 0 748 738 336 727 727 308 Stage 1 - - - - - - 407 407 - 319 319 - Stage 2 - - - - - - 341 331 - 408 408 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1240 - - 1222 - - 329 346 706 339 351 732 Stage 1 - - - - - - 621 597 - 693 653 - Stage 2 - - - - - - 674 645 - 620 597 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1240 - - 1222 - - 298 332 706 327 337 732 Mov Cap-2 Maneuver - - - - - - 298 332 - 327 337 - Stage 1 - - - - - - 599 576 - 669 650 - Stage 2 - - - - - - 630 642 - 595 576 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.1 13.4 13 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 435 1240 - - 1222 - - 510 HCM Lane V/C Ratio 0.01 0.028 - - 0.004 - - 0.114 HCM Control Delay (s) 13.4 8 0 - 8 0 - 13 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0.1 - - 0 - - 0.4 Scenario 3: Near Term Plus Project - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 69 281 15 34 302 159 16 146 60 153 151 59 Future Volume (veh/h) 69 281 15 34 302 159 16 146 60 153 151 59 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 72 293 16 35 315 166 17 152 62 159 157 61 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 92 549 30 61 340 179 35 357 146 183 469 182 Arrive On Green 0.05 0.31 0.31 0.03 0.30 0.30 0.02 0.28 0.28 0.10 0.37 0.37 Sat Flow, veh/h 1774 1750 96 1774 1150 606 1774 1259 513 1774 1278 497 Grp Volume(v), veh/h 72 0 309 35 0 481 17 0 214 159 0 218 Grp Sat Flow(s),veh/h/ln 1774 0 1846 1774 0 1756 1774 0 1772 1774 0 1775 Q Serve(g_s), s 3.1 0.0 10.7 1.5 0.0 20.6 0.7 0.0 7.6 6.8 0.0 6.9 Cycle Q Clear(g_c), s 3.1 0.0 10.7 1.5 0.0 20.6 0.7 0.0 7.6 6.8 0.0 6.9 Prop In Lane 1.00 0.05 1.00 0.35 1.00 0.29 1.00 0.28 Lane Grp Cap(c), veh/h 92 0 579 61 0 519 35 0 503 183 0 651 V/C Ratio(X) 0.78 0.00 0.53 0.58 0.00 0.93 0.48 0.00 0.43 0.87 0.00 0.33 Avail Cap(c_a), veh/h 130 0 579 133 0 536 114 0 503 183 0 651 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.3 0.0 21.9 36.9 0.0 26.5 37.6 0.0 22.6 34.3 0.0 17.7 Incr Delay (d2), s/veh 17.6 0.0 1.0 8.4 0.0 22.0 10.0 0.0 2.6 33.2 0.0 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 2.0 0.0 5.6 0.9 0.0 13.1 0.5 0.0 4.1 5.0 0.0 3.6 LnGrp Delay(d),s/veh 53.9 0.0 22.9 45.3 0.0 48.5 47.6 0.0 25.3 67.5 0.0 19.1 LnGrp LOS D C D D D C E B Approach Vol, veh/h 381 516 231 377 Approach Delay, s/veh 28.8 48.3 26.9 39.5 Approach LOS C D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.0 27.0 7.9 29.6 6.5 33.5 9.3 28.2 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 8.0 22.0 5.8 23.6 5.0 25.0 5.7 23.7 Max Q Clear Time (g_c+I1), s 8.8 9.6 3.5 12.7 2.7 8.9 5.1 22.6 Green Ext Time (p_c), s 0.0 1.9 0.0 3.4 0.0 2.1 0.0 0.3 Intersection Summary HCM 2010 Ctrl Delay 37.9 HCM 2010 LOS D Scenario 3: Near Term Plus Project - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 72 309 35 481 17 215 159 218 v/c Ratio 0.54 0.53 0.26 0.90 0.15 0.40 0.85 0.27 Control Delay 52.4 26.0 40.3 46.8 38.5 23.1 74.0 15.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.4 26.0 40.3 46.8 38.5 23.1 74.0 15.7 Queue Length 50th (ft) 36 129 17 213 8 77 80 59 Queue Length 95th (ft) #91 209 45 #388 28 138 #190 133 Internal Link Dist (ft) 2600 5202 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 134 631 136 578 117 537 188 797 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.49 0.26 0.83 0.15 0.40 0.85 0.27 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3: Near Term Plus Project - PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 6.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 398 97 190 445 72 156 Future Vol, veh/h 398 97 190 445 72 156 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 250 - 265 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 437 107 209 489 79 171 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 544 0 1398 491 Stage 1 - - - - 491 - Stage 2 - - - - 907 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1025 - 155 578 Stage 1 - - - - 615 - Stage 2 - - - - 394 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1025 - 123 578 Mov Cap-2 Maneuver - - - - 123 - Stage 1 - - - - 615 - Stage 2 - - - - 314 - Approach EB WB NB HCM Control Delay, s 0 2.8 33.5 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 123 578 - - 1025 - HCM Lane V/C Ratio 0.643 0.297 - - 0.204 - HCM Control Delay (s) 76.1 13.8 - - 9.4 - HCM Lane LOS F B - - A - HCM 95th %tile Q(veh) 3.4 1.2 - - 0.8 - Scenario 3: Near Term Plus Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 443 108 126 600 43 63 Future Vol, veh/h 443 108 126 600 43 63 Conflicting Peds, #/hr 0 0 0 0 0 0 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 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 476 116 135 645 46 68 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 592 0 1450 534 Stage 1 - - - - 534 - Stage 2 - - - - 916 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 984 - 144 546 Stage 1 - - - - 588 - Stage 2 - - - - 390 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 984 - 113 546 Mov Cap-2 Maneuver - - - - 113 - Stage 1 - - - - 588 - Stage 2 - - - - 307 - Approach EB WB NB HCM Control Delay, s 0 1.6 39.5 HCM LOS E Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 214 - - 984 - HCM Lane V/C Ratio 0.533 - - 0.138 - HCM Control Delay (s) 39.5 - - 9.2 0 HCM Lane LOS E - - A A HCM 95th %tile Q(veh) 2.8 - - 0.5 - Scenario 3: Near Term Plus Project - PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 31 503 31 427 651 278 29 63 295 206 84 42 Future Volume (veh/h) 31 503 31 427 651 278 29 63 295 206 84 42 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 31 508 31 431 658 281 29 64 298 208 85 42 Adj No. of Lanes 1 2 1 1 1 1 1 1 0 1 1 0 Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 52 621 278 446 741 630 49 71 328 224 405 200 Arrive On Green 0.03 0.18 0.18 0.25 0.40 0.40 0.03 0.25 0.25 0.13 0.34 0.34 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 288 1339 1774 1178 582 Grp Volume(v), veh/h 31 508 31 431 658 281 29 0 362 208 0 127 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 0 1626 1774 0 1760 Q Serve(g_s), s 1.7 13.6 1.6 23.6 32.3 12.8 1.6 0.0 21.2 11.4 0.0 5.0 Cycle Q Clear(g_c), s 1.7 13.6 1.6 23.6 32.3 12.8 1.6 0.0 21.2 11.4 0.0 5.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.82 1.00 0.33 Lane Grp Cap(c), veh/h 52 621 278 446 741 630 49 0 399 224 0 605 V/C Ratio(X) 0.60 0.82 0.11 0.97 0.89 0.45 0.59 0.00 0.91 0.93 0.00 0.21 Avail Cap(c_a), veh/h 90 685 306 446 741 630 107 0 399 224 0 605 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 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 47.1 39.0 34.1 36.4 27.5 21.7 47.2 0.0 36.0 42.5 0.0 22.8 Incr Delay (d2), s/veh 10.7 7.2 0.2 33.9 12.7 0.5 10.6 0.0 26.8 40.9 0.0 0.8 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 1.0 7.2 0.7 15.7 19.1 5.6 0.9 0.0 12.5 8.1 0.0 2.6 LnGrp Delay(d),s/veh 57.9 46.1 34.2 70.2 40.2 22.2 57.8 0.0 62.8 83.4 0.0 23.6 LnGrp LOS E D C E D C E E F C Approach Vol, veh/h 570 1370 391 335 Approach Delay, s/veh 46.1 45.9 62.4 60.7 Approach LOS D D E E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.0 28.7 30.0 22.5 7.3 38.4 8.2 44.4 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 12.4 24.1 24.7 19.0 5.9 30.6 5.0 38.7 Max Q Clear Time (g_c+I1), s 13.4 23.2 25.6 15.6 3.6 7.0 3.7 34.3 Green Ext Time (p_c), s 0.0 0.3 0.0 1.7 0.0 3.1 0.0 2.9 Intersection Summary HCM 2010 Ctrl Delay 50.3 HCM 2010 LOS D Scenario 3: Near Term Plus Project - PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 31 508 31 431 658 281 29 362 208 127 v/c Ratio 0.35 0.80 0.07 0.97 0.84 0.34 0.28 0.64 0.94 0.20 Control Delay 56.8 49.3 0.3 75.2 38.4 4.0 52.1 18.8 90.9 20.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.8 49.3 0.3 75.2 38.4 4.0 52.1 18.8 90.9 20.5 Queue Length 50th (ft) 20 162 0 274 391 2 18 76 134 47 Queue Length 95th (ft) 50 221 0 #471 #613 52 47 178 #274 93 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 95 448 100 160 Base Capacity (vph) 89 681 492 443 784 826 105 566 222 642 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.35 0.75 0.06 0.97 0.84 0.34 0.28 0.64 0.94 0.20 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3: Near Term Plus Project - PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 18 11 21 9 28 11 25 290 14 17 326 20 Future Vol, veh/h 18 11 21 9 28 11 25 290 14 17 326 20 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 20 12 23 10 31 12 28 322 16 19 362 22 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 818 804 373 815 808 330 384 0 0 338 0 0 Stage 1 411 411 - 386 386 - - - - - - - Stage 2 407 393 - 429 422 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 295 316 673 296 315 712 1174 - - 1221 - - Stage 1 618 595 - 637 610 - - - - - - - Stage 2 621 606 - 604 588 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 259 304 673 269 303 712 1174 - - 1221 - - Mov Cap-2 Maneuver 259 304 - 269 303 - - - - - - - Stage 1 603 586 - 622 595 - - - - - - - Stage 2 565 592 - 562 579 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.6 17.5 0.6 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1174 - - 365 340 1221 - - HCM Lane V/C Ratio 0.024 - - 0.152 0.157 0.015 - - HCM Control Delay (s) 8.1 - - 16.6 17.5 8 - - HCM Lane LOS A - - C C A - - HCM 95th %tile Q(veh) 0.1 - - 0.5 0.6 0 - - Scenario 3: Near Term Plus Project - PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 22 80 172 19 88 131 Future Vol, veh/h 22 80 172 19 88 131 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 330 - - - 250 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 26 94 202 22 104 154 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 575 112 0 0 225 0 Stage 1 214 - - - - - Stage 2 361 - - - - - Critical Hdwy 6.78 7.13 - - 5.33 - Critical Hdwy Stg 1 7.33 - - - - - Critical Hdwy Stg 2 6.13 - - - - - Follow-up Hdwy 3.669 3.919 - - 3.119 - Pot Cap-1 Maneuver 439 782 - - 910 - Stage 1 706 - - - - - Stage 2 634 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 401 782 - - 910 - Mov Cap-2 Maneuver 401 - - - - - Stage 1 706 - - - - - Stage 2 562 - - - - - Approach WB NB SB HCM Control Delay, s 11.1 0 3.8 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 401 782 910 - HCM Lane V/C Ratio - - 0.065 0.12 0.114 - HCM Control Delay (s) - - 14.6 10.2 9.5 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.2 0.4 0.4 - Scenario 3: Near Term Plus Project - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 6 5 5 4 93 6 341 6 109 434 26 Future Volume (veh/h) 20 6 5 5 4 93 6 341 6 109 434 26 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 21 6 5 5 4 97 6 355 6 114 452 27 Adj No. of Lanes 1 1 1 1 1 1 1 2 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 46 206 175 12 170 144 14 1029 460 160 694 590 Arrive On Green 0.03 0.11 0.11 0.01 0.09 0.09 0.01 0.29 0.29 0.09 0.37 0.37 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 3539 1583 1774 1863 1583 Grp Volume(v), veh/h 21 6 5 5 4 97 6 355 6 114 452 27 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1863 1583 Q Serve(g_s), s 0.5 0.1 0.1 0.1 0.1 2.4 0.1 3.1 0.1 2.5 8.0 0.4 Cycle Q Clear(g_c), s 0.5 0.1 0.1 0.1 0.1 2.4 0.1 3.1 0.1 2.5 8.0 0.4 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 46 206 175 12 170 144 14 1029 460 160 694 590 V/C Ratio(X) 0.45 0.03 0.03 0.42 0.02 0.67 0.42 0.34 0.01 0.71 0.65 0.05 Avail Cap(c_a), veh/h 223 1216 1033 223 1216 1033 223 2310 1033 356 1356 1153 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 19.1 15.8 15.8 19.7 16.5 17.5 19.7 11.1 10.1 17.6 10.3 8.0 Incr Delay (d2), s/veh 6.8 0.1 0.1 21.5 0.1 5.3 18.4 0.2 0.0 5.8 1.0 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 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.1 0.1 0.1 0.0 1.2 0.1 1.6 0.0 1.5 4.2 0.2 LnGrp Delay(d),s/veh 26.0 15.9 15.9 41.2 16.5 22.9 38.0 11.3 10.1 23.5 11.4 8.0 LnGrp LOS C B B D B C D B B C B A Approach Vol, veh/h 32 106 367 593 Approach Delay, s/veh 22.5 23.5 11.7 13.6 Approach LOS C C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.6 16.6 5.3 9.4 5.3 19.8 6.0 8.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 26.0 5.0 26.0 5.0 29.0 5.0 26.0 Max Q Clear Time (g_c+I1), s 4.5 5.1 2.1 2.1 2.1 10.0 2.5 4.4 Green Ext Time (p_c), s 0.1 5.0 0.0 0.3 0.0 4.8 0.0 0.3 Intersection Summary HCM 2010 Ctrl Delay 14.2 HCM 2010 LOS B Scenario 3: Near Term Plus Project - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 21 6 5 5 4 97 6 355 6 114 452 27 v/c Ratio 0.09 0.02 0.01 0.02 0.01 0.26 0.02 0.22 0.01 0.31 0.34 0.02 Control Delay 22.1 20.8 0.0 22.0 20.8 3.7 21.8 11.3 0.0 20.4 7.6 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.1 20.8 0.0 22.0 20.8 3.7 21.8 11.3 0.0 20.4 7.6 0.0 Queue Length 50th (ft) 4 1 0 1 1 0 1 32 0 20 40 0 Queue Length 95th (ft) 26 12 0 11 9 16 12 76 0 86 209 0 Internal Link Dist (ft) 1888 2509 3086 1727 Turn Bay Length (ft) 200 200 200 250 185 250 150 Base Capacity (vph) 246 1351 1190 246 1351 1190 246 2566 1190 394 1477 1287 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.00 0.00 0.02 0.00 0.08 0.02 0.14 0.01 0.29 0.31 0.02 Intersection Summary Scenario 3: Near Term Plus Project - PM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 30 41 341 309 11 Future Vol, veh/h 0 30 41 341 309 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 33 45 371 336 12 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 342 348 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 701 1211 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 701 1211 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 10.4 0.9 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1211 - 701 - - HCM Lane V/C Ratio 0.037 - 0.047 - - HCM Control Delay (s) 8.1 - 10.4 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.1 - 0.1 - - Scenario 3: Near Term Plus Project - PM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 6 337 329 46 28 2 Future Vol, veh/h 6 337 329 46 28 2 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 7 366 358 50 30 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 408 0 - 0 762 383 Stage 1 - - - - 383 - Stage 2 - - - - 379 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1151 - - - 373 664 Stage 1 - - - - 689 - Stage 2 - - - - 692 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1151 - - - 370 664 Mov Cap-2 Maneuver - - - - 370 - Stage 1 - - - - 689 - Stage 2 - - - - 686 - Approach EB WB SB HCM Control Delay, s 0.1 0 15.3 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1151 - - - 381 HCM Lane V/C Ratio 0.006 - - - 0.086 HCM Control Delay (s) 8.1 0 - - 15.3 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0 - - - 0.3 Scenario 3A: Mitigated Near Term Plus Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 578 113 46 372 84 151 Future Volume (veh/h) 578 113 46 372 84 151 Number 4 14 3 8 5 12 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 722 141 58 465 105 189 Adj No. of Lanes 1 0 1 1 1 1 Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 819 160 90 1258 278 248 Arrive On Green 0.54 0.54 0.05 0.68 0.16 0.16 Sat Flow, veh/h 1515 296 1774 1863 1774 1583 Grp Volume(v), veh/h 0 863 58 465 105 189 Grp Sat Flow(s),veh/h/ln 0 1811 1774 1863 1774 1583 Q Serve(g_s), s 0.0 26.4 2.0 6.8 3.3 7.2 Cycle Q Clear(g_c), s 0.0 26.4 2.0 6.8 3.3 7.2 Prop In Lane 0.16 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 979 90 1258 278 248 V/C Ratio(X) 0.00 0.88 0.65 0.37 0.38 0.76 Avail Cap(c_a), veh/h 0 1097 144 1436 585 522 HCM Platoon Ratio 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 1.00 Uniform Delay (d), s/veh 0.0 12.7 29.4 4.4 23.8 25.5 Incr Delay (d2), s/veh 0.0 8.0 7.6 0.2 0.8 4.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 15.1 1.2 3.4 1.7 3.5 LnGrp Delay(d),s/veh 0.0 20.7 36.9 4.6 24.7 30.2 LnGrp LOS C D A C C Approach Vol, veh/h 863 523 294 Approach Delay, s/veh 20.7 8.2 28.3 Approach LOS C A C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 15.2 8.5 39.4 47.9 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 20.8 5.1 38.2 48.6 Max Q Clear Time (g_c+I1), s 9.2 4.0 28.4 8.8 Green Ext Time (p_c), s 0.7 0.0 5.7 11.4 Intersection Summary HCM 2010 Ctrl Delay 18.1 HCM 2010 LOS B Scenario 3A: Mitigated Near Term Plus Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 864 58 465 105 189 v/c Ratio 0.80 0.39 0.37 0.40 0.48 Control Delay 19.7 39.3 5.4 31.1 9.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 19.7 39.3 5.4 31.1 9.2 Queue Length 50th (ft) 270 24 60 41 0 Queue Length 95th (ft) 391 53 101 74 35 Internal Link Dist (ft) 5205 4093 1635 Turn Bay Length (ft) 150 100 Base Capacity (vph) 1153 148 1465 606 667 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.75 0.39 0.32 0.17 0.28 Intersection Summary Scenario 3A: Mitigated Near Term Plus Project - AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 43 717 28 231 357 117 29 65 387 289 98 37 Future Volume (veh/h) 43 717 28 231 357 117 29 65 387 289 98 37 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1900 Adj Flow Rate, veh/h 48 797 31 257 397 130 32 72 430 321 109 41 Adj No. of Lanes 1 2 1 1 1 1 1 1 1 2 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 67 839 375 274 659 560 53 531 696 402 480 181 Arrive On Green 0.04 0.24 0.24 0.15 0.35 0.35 0.03 0.29 0.29 0.12 0.37 0.37 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 1863 1583 3442 1291 486 Grp Volume(v), veh/h 48 797 31 257 397 130 32 72 430 321 0 150 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 1863 1583 1721 0 1777 Q Serve(g_s), s 2.6 21.2 1.5 13.7 16.8 5.5 1.7 2.8 20.0 8.7 0.0 5.5 Cycle Q Clear(g_c), s 2.6 21.2 1.5 13.7 16.8 5.5 1.7 2.8 20.0 8.7 0.0 5.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.27 Lane Grp Cap(c), veh/h 67 839 375 274 659 560 53 531 696 402 0 661 V/C Ratio(X) 0.72 0.95 0.08 0.94 0.60 0.23 0.60 0.14 0.62 0.80 0.00 0.23 Avail Cap(c_a), veh/h 93 839 375 274 659 560 333 531 696 553 0 661 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 0.00 1.00 Uniform Delay (d), s/veh 45.6 36.0 28.4 40.0 25.4 21.8 45.9 25.5 20.7 41.2 0.0 20.6 Incr Delay (d2), s/veh 15.1 20.0 0.1 37.9 1.5 0.2 10.5 0.5 4.1 5.7 0.0 0.8 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 1.5 12.7 0.6 9.6 8.9 2.4 1.0 1.5 9.5 4.5 0.0 2.9 LnGrp Delay(d),s/veh 60.7 56.0 28.5 77.9 27.0 22.0 56.4 26.0 24.7 46.9 0.0 21.4 LnGrp LOS E E C E C C E C C D C Approach Vol, veh/h 876 784 534 471 Approach Delay, s/veh 55.2 42.8 26.8 38.8 Approach LOS E D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.8 31.9 20.1 28.0 7.5 40.2 8.9 39.2 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 15.4 27.3 14.8 22.7 18.0 24.7 5.0 32.5 Max Q Clear Time (g_c+I1), s 10.7 22.0 15.7 23.2 3.7 7.5 4.6 18.8 Green Ext Time (p_c), s 0.5 1.4 0.0 0.0 0.0 2.6 0.0 6.5 Intersection Summary HCM 2010 Ctrl Delay 43.0 HCM 2010 LOS D Scenario 3A: Mitigated Near Term Plus Project - AM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 48 797 31 257 397 130 32 72 430 321 150 v/c Ratio 0.53 0.98 0.06 0.97 0.61 0.20 0.24 0.14 0.54 0.67 0.21 Control Delay 68.4 64.7 0.2 90.7 32.2 5.3 47.4 28.2 17.6 47.8 20.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 68.4 64.7 0.2 90.7 32.2 5.3 47.4 28.2 17.6 47.8 20.5 Queue Length 50th (ft) 30 264 0 163 212 0 19 34 150 99 58 Queue Length 95th (ft) #80 #397 0 #324 320 40 48 70 247 144 110 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 100 400 100 250 160 Base Capacity (vph) 90 817 506 266 656 642 324 517 802 538 699 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.53 0.98 0.06 0.97 0.61 0.20 0.10 0.14 0.54 0.60 0.21 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3A: Mitigated Near Term Plus Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 443 108 126 600 43 63 Future Volume (veh/h) 443 108 126 600 43 63 Number 4 14 3 8 5 12 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 476 116 135 645 46 68 Adj No. of Lanes 1 0 1 1 1 1 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 634 155 174 1218 197 176 Arrive On Green 0.44 0.44 0.10 0.65 0.11 0.11 Sat Flow, veh/h 1448 353 1774 1863 1774 1583 Grp Volume(v), veh/h 0 592 135 645 46 68 Grp Sat Flow(s),veh/h/ln 0 1800 1774 1863 1774 1583 Q Serve(g_s), s 0.0 12.4 3.3 8.3 1.1 1.8 Cycle Q Clear(g_c), s 0.0 12.4 3.3 8.3 1.1 1.8 Prop In Lane 0.20 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 789 174 1218 197 176 V/C Ratio(X) 0.00 0.75 0.78 0.53 0.23 0.39 Avail Cap(c_a), veh/h 0 987 303 1559 855 763 HCM Platoon Ratio 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 1.00 Uniform Delay (d), s/veh 0.0 10.6 19.8 4.1 18.3 18.6 Incr Delay (d2), s/veh 0.0 2.5 7.3 0.4 0.6 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 6.6 2.0 4.2 0.6 0.8 LnGrp Delay(d),s/veh 0.0 13.1 27.1 4.5 18.9 20.0 LnGrp LOS B C A B B Approach Vol, veh/h 592 780 114 Approach Delay, s/veh 13.1 8.4 19.5 Approach LOS B A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 10.3 9.7 25.0 34.7 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 21.7 7.7 24.7 37.7 Max Q Clear Time (g_c+I1), s 3.8 5.3 14.4 10.3 Green Ext Time (p_c), s 0.2 0.1 5.3 8.8 Intersection Summary HCM 2010 Ctrl Delay 11.1 HCM 2010 LOS B Scenario 3A: Mitigated Near Term Plus Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 592 135 645 46 68 v/c Ratio 0.72 0.50 0.54 0.19 0.24 Control Delay 18.7 30.1 6.8 23.3 9.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 18.7 30.1 6.8 23.3 9.3 Queue Length 50th (ft) 143 42 79 14 0 Queue Length 95th (ft) #283 #102 155 39 28 Internal Link Dist (ft) 5205 4093 1635 Turn Bay Length (ft) 150 100 Base Capacity (vph) 944 284 1403 801 754 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.63 0.48 0.46 0.06 0.09 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 3A: Mitigated Near Term Plus Project - PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 31 503 31 427 651 278 29 63 295 206 84 42 Future Volume (veh/h) 31 503 31 427 651 278 29 63 295 206 84 42 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1900 Adj Flow Rate, veh/h 31 508 31 431 658 281 29 64 298 208 85 42 Adj No. of Lanes 1 2 1 1 1 1 1 1 1 2 1 0 Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 52 686 307 473 803 683 50 472 823 278 360 178 Arrive On Green 0.03 0.19 0.19 0.27 0.43 0.43 0.03 0.25 0.25 0.08 0.31 0.31 Sat Flow, veh/h 1774 3539 1583 1774 1863 1583 1774 1863 1583 3442 1178 582 Grp Volume(v), veh/h 31 508 31 431 658 281 29 64 298 208 0 127 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1863 1583 1774 1863 1583 1721 0 1760 Q Serve(g_s), s 1.7 13.0 1.6 22.7 29.9 11.8 1.6 2.6 10.7 5.7 0.0 5.2 Cycle Q Clear(g_c), s 1.7 13.0 1.6 22.7 29.9 11.8 1.6 2.6 10.7 5.7 0.0 5.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 Lane Grp Cap(c), veh/h 52 686 307 473 803 683 50 472 823 278 0 538 V/C Ratio(X) 0.60 0.74 0.10 0.91 0.82 0.41 0.58 0.14 0.36 0.75 0.00 0.24 Avail Cap(c_a), veh/h 110 760 340 657 974 828 110 472 823 336 0 538 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 0.00 1.00 Uniform Delay (d), s/veh 46.2 36.6 31.9 34.2 24.1 18.9 46.3 27.8 13.7 43.3 0.0 25.0 Incr Delay (d2), s/veh 10.5 3.5 0.1 13.4 4.7 0.4 10.4 0.6 1.2 7.3 0.0 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 1.0 6.7 0.7 12.9 16.4 5.2 0.9 1.4 4.9 3.0 0.0 2.7 LnGrp Delay(d),s/veh 56.7 40.0 32.1 47.6 28.8 19.3 56.7 28.4 14.9 50.6 0.0 26.0 LnGrp LOS E D C D C B E C B D C Approach Vol, veh/h 570 1370 391 335 Approach Delay, s/veh 40.5 32.8 20.2 41.3 Approach LOS D C C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.4 29.0 31.0 24.0 7.3 34.1 8.1 46.9 Change Period (Y+Rc), s 4.6 4.6 5.3 5.3 4.6 4.6 5.3 5.3 Max Green Setting (Gmax), s 9.4 24.4 35.7 20.7 6.0 27.8 6.0 50.4 Max Q Clear Time (g_c+I1), s 7.7 12.7 24.7 15.0 3.6 7.2 3.7 31.9 Green Ext Time (p_c), s 0.1 1.7 1.0 3.7 0.0 2.0 0.0 8.1 Intersection Summary HCM 2010 Ctrl Delay 33.7 HCM 2010 LOS C Scenario 3A: Mitigated Near Term Plus Project - PM Node 5: Polk & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 31 508 31 431 658 281 29 64 298 208 127 v/c Ratio 0.30 0.79 0.07 0.85 0.77 0.32 0.28 0.14 0.31 0.67 0.22 Control Delay 56.8 50.1 0.3 51.1 31.2 3.2 56.1 34.2 9.2 57.5 26.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.8 50.1 0.3 51.1 31.2 3.2 56.1 34.2 9.2 57.5 26.0 Queue Length 50th (ft) 20 168 0 267 379 0 19 34 71 70 54 Queue Length 95th (ft) 53 241 0 392 532 46 51 74 122 #124 112 Internal Link Dist (ft) 960 1190 1385 1840 Turn Bay Length (ft) 165 100 400 100 250 160 Base Capacity (vph) 106 732 460 631 938 936 106 454 1058 322 584 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.69 0.07 0.68 0.70 0.30 0.27 0.14 0.28 0.65 0.22 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 67 388 2 3 369 31 4 10 1 26 7 104 Future Vol, veh/h 67 388 2 3 369 31 4 10 1 26 7 104 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 73 422 2 3 401 34 4 11 1 28 8 113 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 435 0 0 424 0 0 1053 1009 423 998 994 418 Stage 1 - - - - - - 568 568 - 424 424 - Stage 2 - - - - - - 485 441 - 574 570 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1125 - - 1135 - - 204 240 631 223 245 635 Stage 1 - - - - - - 508 506 - 608 587 - Stage 2 - - - - - - 563 577 - 504 505 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1125 - - 1135 - - 152 219 631 200 223 635 Mov Cap-2 Maneuver - - - - - - 152 219 - 200 223 - Stage 1 - - - - - - 465 463 - 556 585 - Stage 2 - - - - - - 455 575 - 450 462 - Approach EB WB NB SB HCM Control Delay, s 1.2 0.1 24.2 18.2 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 204 1125 - - 1135 - - 421 HCM Lane V/C Ratio 0.08 0.065 - - 0.003 - - 0.354 HCM Control Delay (s) 24.2 8.4 0 - 8.2 0 - 18.2 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.3 0.2 - - 0 - - 1.6 Scenario 4: 2035 No Project - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 415 39 30 299 157 102 277 161 197 226 135 Future Volume (veh/h) 107 415 39 30 299 157 102 277 161 197 226 135 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 116 451 42 33 325 171 111 301 175 214 246 147 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 145 547 51 55 317 167 140 333 194 198 366 218 Arrive On Green 0.08 0.33 0.33 0.03 0.28 0.28 0.08 0.30 0.30 0.11 0.33 0.33 Sat Flow, veh/h 1774 1679 156 1774 1151 605 1774 1106 643 1774 1094 654 Grp Volume(v), veh/h 116 0 493 33 0 496 111 0 476 214 0 393 Grp Sat Flow(s),veh/h/ln 1774 0 1835 1774 0 1756 1774 0 1749 1774 0 1747 Q Serve(g_s), s 5.8 0.0 22.2 1.6 0.0 24.7 5.5 0.0 23.4 10.0 0.0 17.3 Cycle Q Clear(g_c), s 5.8 0.0 22.2 1.6 0.0 24.7 5.5 0.0 23.4 10.0 0.0 17.3 Prop In Lane 1.00 0.09 1.00 0.34 1.00 0.37 1.00 0.37 Lane Grp Cap(c), veh/h 145 0 598 55 0 484 140 0 527 198 0 584 V/C Ratio(X) 0.80 0.00 0.82 0.60 0.00 1.02 0.80 0.00 0.90 1.08 0.00 0.67 Avail Cap(c_a), veh/h 152 0 598 101 0 484 158 0 527 198 0 584 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 40.4 0.0 27.8 42.9 0.0 32.5 40.6 0.0 30.1 39.8 0.0 25.6 Incr Delay (d2), s/veh 24.4 0.0 9.1 9.8 0.0 47.4 21.6 0.0 21.4 87.2 0.0 6.1 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 3.8 0.0 12.7 1.0 0.0 18.2 3.6 0.0 14.4 9.6 0.0 9.3 LnGrp Delay(d),s/veh 64.9 0.0 37.0 52.6 0.0 79.9 62.2 0.0 51.4 127.0 0.0 31.7 LnGrp LOS E D D F E D F C Approach Vol, veh/h 609 529 587 607 Approach Delay, s/veh 42.3 78.2 53.5 65.3 Approach LOS D E D E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 32.0 8.1 34.5 12.0 35.0 12.6 30.0 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 10.0 27.0 5.1 27.3 8.0 29.0 7.7 24.7 Max Q Clear Time (g_c+I1), s 12.0 25.4 3.6 24.2 7.5 19.3 7.8 26.7 Green Ext Time (p_c), s 0.0 0.8 0.0 1.7 0.0 3.7 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 59.2 HCM 2010 LOS E Scenario 4: 2035 No Project - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 116 493 33 496 111 476 214 393 v/c Ratio 0.77 0.76 0.33 0.98 0.72 0.86 1.09 0.66 Control Delay 72.8 36.8 50.0 68.4 66.9 45.4 131.0 30.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 72.8 36.8 50.0 68.4 66.9 45.4 131.0 30.2 Queue Length 50th (ft) 66 262 18 266 63 239 ~138 174 Queue Length 95th (ft) #155 #444 48 #472 #144 #415 #276 276 Internal Link Dist (ft) 2600 870 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 151 646 100 505 157 551 196 593 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.77 0.76 0.33 0.98 0.71 0.86 1.09 0.66 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 171 691 93 191 440 245 84 546 285 165 376 152 Future Volume (veh/h) 171 691 93 191 440 245 84 546 285 165 376 152 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 186 751 101 208 478 266 91 593 310 179 409 165 Adj No. of Lanes 1 2 1 1 2 1 1 2 1 1 2 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 217 927 415 227 947 424 116 890 398 198 1054 471 Arrive On Green 0.12 0.26 0.26 0.13 0.27 0.27 0.07 0.25 0.25 0.11 0.30 0.30 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 186 751 101 208 478 266 91 593 310 179 409 165 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 8.8 17.1 4.3 9.9 9.8 12.7 4.3 12.9 15.7 8.6 7.9 7.0 Cycle Q Clear(g_c), s 8.8 17.1 4.3 9.9 9.8 12.7 4.3 12.9 15.7 8.6 7.9 7.0 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 217 927 415 227 947 424 116 890 398 198 1054 471 V/C Ratio(X) 0.86 0.81 0.24 0.92 0.50 0.63 0.78 0.67 0.78 0.90 0.39 0.35 Avail Cap(c_a), veh/h 217 989 442 227 1010 452 153 997 446 198 1088 487 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 37.0 29.7 25.0 37.0 26.6 27.7 39.5 28.9 29.9 37.7 23.9 23.6 Incr Delay (d2), s/veh 27.2 4.9 0.3 37.5 0.4 2.5 17.3 1.5 7.7 38.2 0.2 0.4 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 6.0 9.0 1.9 7.2 4.8 5.8 2.7 6.5 7.7 6.3 3.9 3.1 LnGrp Delay(d),s/veh 64.2 34.6 25.3 74.5 27.0 30.2 56.8 30.4 37.6 75.8 24.2 24.1 LnGrp LOS E C C E C C E C D E C C Approach Vol, veh/h 1038 952 994 753 Approach Delay, s/veh 39.0 38.3 35.0 36.4 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.9 26.9 16.3 27.8 10.9 30.9 15.8 28.3 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 9.6 24.2 11.0 24.0 7.4 26.4 10.5 24.5 Max Q Clear Time (g_c+I1), s 10.6 17.7 11.9 19.1 6.3 9.9 10.8 14.7 Green Ext Time (p_c), s 0.0 4.0 0.0 3.4 0.0 7.3 0.0 5.9 Intersection Summary HCM 2010 Ctrl Delay 37.2 HCM 2010 LOS D Scenario 4: 2035 No Project - AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 186 751 101 208 478 266 91 593 310 179 409 165 v/c Ratio 0.84 0.82 0.19 0.90 0.51 0.44 0.60 0.69 0.50 0.88 0.38 0.28 Control Delay 69.9 38.3 2.1 77.3 28.9 6.5 57.2 34.0 6.5 79.9 25.8 5.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.9 38.3 2.1 77.3 28.9 6.5 57.2 34.0 6.5 79.9 25.8 5.5 Queue Length 50th (ft) 102 198 0 115 114 4 49 155 1 99 97 0 Queue Length 95th (ft) #229 277 12 #256 168 61 #117 212 62 #229 138 45 Internal Link Dist (ft) 2522 5205 1786 1253 Turn Bay Length (ft) 250 150 250 150 265 150 250 150 Base Capacity (vph) 222 1015 565 232 1037 645 156 1024 676 203 1145 623 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.84 0.74 0.18 0.90 0.46 0.41 0.58 0.58 0.46 0.88 0.36 0.26 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 921 128 68 655 195 208 156 198 64 5 15 Future Volume (veh/h) 165 921 128 68 655 195 208 156 198 64 5 15 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 179 1001 139 74 712 212 226 170 215 70 5 16 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 220 1373 614 100 1132 506 271 337 286 97 154 131 Arrive On Green 0.12 0.39 0.39 0.06 0.32 0.32 0.15 0.18 0.18 0.05 0.08 0.08 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 179 1001 139 74 712 212 226 170 215 70 5 16 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 6.5 16.0 3.9 2.7 11.3 7.0 8.2 5.4 8.5 2.6 0.2 0.6 Cycle Q Clear(g_c), s 6.5 16.0 3.9 2.7 11.3 7.0 8.2 5.4 8.5 2.6 0.2 0.6 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 220 1373 614 100 1132 506 271 337 286 97 154 131 V/C Ratio(X) 0.81 0.73 0.23 0.74 0.63 0.42 0.83 0.50 0.75 0.72 0.03 0.12 Avail Cap(c_a), veh/h 247 1509 675 134 1284 575 303 746 634 244 684 582 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 28.2 17.3 13.6 30.7 19.2 17.7 27.2 24.4 25.7 30.8 27.9 28.1 Incr Delay (d2), s/veh 16.8 1.6 0.2 13.8 0.8 0.6 16.5 1.2 4.0 9.6 0.1 0.4 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 4.2 8.1 1.7 1.7 5.7 3.1 5.3 2.9 4.0 1.5 0.1 0.3 LnGrp Delay(d),s/veh 45.0 18.9 13.8 44.6 20.0 18.2 43.7 25.6 29.6 40.4 28.0 28.5 LnGrp LOS D B B D B B D C C D C C Approach Vol, veh/h 1319 998 611 91 Approach Delay, s/veh 21.9 21.4 33.7 37.6 Approach LOS C C C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.9 17.3 9.0 31.0 15.4 10.8 13.5 26.5 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 9.1 26.5 5.0 28.2 11.3 24.3 9.2 24.0 Max Q Clear Time (g_c+I1), s 4.6 10.5 4.7 18.0 10.2 2.6 8.5 13.3 Green Ext Time (p_c), s 0.0 1.4 0.0 7.6 0.1 1.6 0.0 7.8 Intersection Summary HCM 2010 Ctrl Delay 24.6 HCM 2010 LOS C Scenario 4: 2035 No Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 179 1001 139 74 712 212 226 170 215 70 5 16 v/c Ratio 0.80 0.73 0.20 0.61 0.68 0.34 0.82 0.43 0.42 0.37 0.02 0.05 Control Delay 60.5 24.6 3.5 58.6 26.9 5.1 57.4 31.4 7.2 38.1 27.6 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.5 24.6 3.5 58.6 26.9 5.1 57.4 31.4 7.2 38.1 27.6 0.3 Queue Length 50th (ft) 82 207 0 34 145 0 103 74 0 31 2 0 Queue Length 95th (ft) #208 318 29 #104 228 47 #245 133 53 73 11 0 Internal Link Dist (ft) 5205 2504 1635 1102 Turn Bay Length (ft) 250 150 150 150 250 100 200 150 Base Capacity (vph) 225 1390 716 122 1174 667 276 682 716 222 626 635 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.72 0.19 0.61 0.61 0.32 0.82 0.25 0.30 0.32 0.01 0.03 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 5: SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 922 115 314 766 0 151 0 634 367 128 200 Future Volume (veh/h) 0 922 115 314 766 0 151 0 634 367 128 200 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1863 1863 1863 0 1863 0 1863 1863 1863 1900 Adj Flow Rate, veh/h 0 1002 125 341 833 0 164 0 689 399 139 217 Adj No. of Lanes 0 2 1 1 2 0 1 0 1 2 1 0 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, % 0 2 2 2 2 0 2 0 2 2 2 2 Cap, veh/h 0 1034 462 374 1937 0 186 0 0 486 145 226 Arrive On Green 0.00 0.29 0.29 0.21 0.55 0.00 0.10 0.00 0.00 0.14 0.22 0.22 Sat Flow, veh/h 0 3632 1583 1774 3632 0 1774 164 3442 657 1025 Grp Volume(v), veh/h 0 1002 125 341 833 0 164 88.6 399 0 356 Grp Sat Flow(s),veh/h/ln 0 1770 1583 1774 1770 0 1774 F 1721 0 1682 Q Serve(g_s), s 0.0 33.4 7.3 22.4 16.7 0.0 10.9 13.5 0.0 25.0 Cycle Q Clear(g_c), s 0.0 33.4 7.3 22.4 16.7 0.0 10.9 13.5 0.0 25.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.61 Lane Grp Cap(c), veh/h 0 1034 462 374 1937 0 186 486 0 372 V/C Ratio(X) 0.00 0.97 0.27 0.91 0.43 0.00 0.88 0.82 0.00 0.96 Avail Cap(c_a), veh/h 0 1034 462 530 2248 0 186 1273 0 372 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 0.00 1.00 Uniform Delay (d), s/veh 0.0 41.8 32.5 46.1 16.0 0.0 52.8 49.8 0.0 46.0 Incr Delay (d2), s/veh 0.0 20.9 0.3 15.7 0.2 0.0 35.8 3.5 0.0 37.3 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 %ile BackOfQ(50%),veh/ln 0.0 19.3 3.2 12.6 8.1 0.0 7.2 6.7 0.0 15.4 LnGrp Delay(d),s/veh 0.0 62.7 32.8 61.7 16.2 0.0 88.6 53.3 0.0 83.3 LnGrp LOS E C E B F D F Approach Vol, veh/h 1127 1174 755 Approach Delay, s/veh 59.4 29.4 67.5 Approach LOS E C E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 3 4 5 6 8 Phs Duration (G+Y+Rc), s 21.5 30.5 40.2 17.8 31.0 70.7 Change Period (Y+Rc), s 4.6 5.3 5.3 5.3 4.6 5.3 Max Green Setting (Gmax), s 44.2 35.7 34.9 12.5 26.4 75.9 Max Q Clear Time (g_c+I1), s 15.5 24.4 35.4 12.9 27.0 18.7 Green Ext Time (p_c), s 1.4 0.8 0.0 0.0 0.0 20.3 Intersection Summary HCM 2010 Ctrl Delay 51.8 HCM 2010 LOS D Scenario 4: 2035 No Project - AM Node 5: SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBT EBR WBL WBT NBL NBR SBL SBT Lane Group Flow (vph) 1002 125 341 833 164 689 399 356 v/c Ratio 1.05 0.25 0.70 0.40 0.96 1.06 0.34 0.92 Control Delay 90.3 8.7 51.3 15.5 118.6 77.9 33.1 73.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 90.3 8.7 51.3 15.5 118.6 77.9 33.1 73.1 Queue Length 50th (ft) ~485 5 259 191 140 ~439 128 257 Queue Length 95th (ft) #620 54 371 236 #285 #725 173 #442 Internal Link Dist (ft) 2549 1190 931 Turn Bay Length (ft) 300 400 300 300 Base Capacity (vph) 950 510 486 2066 170 652 1167 386 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.05 0.25 0.70 0.40 0.96 1.06 0.34 0.92 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 201.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 144 58 32 148 10 26 504 24 27 418 37 Future Vol, veh/h 52 144 58 32 148 10 26 504 24 27 418 37 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 57 157 63 35 161 11 28 548 26 29 454 40 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1236 1163 474 1260 1170 561 495 0 0 574 0 0 Stage 1 533 533 - 617 617 - - - - - - - Stage 2 703 630 - 643 553 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 153 195 590 147 193 527 1069 - - 999 - - Stage 1 531 525 - 477 481 - - - - - - - Stage 2 428 475 - 462 514 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver ~ 35 184 590 36 182 527 1069 - - 999 - - Mov Cap-2 Maneuver ~ 35 184 - 36 182 - - - - - - - Stage 1 517 510 - 465 468 - - - - - - - Stage 2 268 463 - 278 499 - - - - - - - Approach EB WB NB SB HCM Control Delay, s $ 801 $ 493.3 0.4 0.5 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1069 - - 107 110 999 - - HCM Lane V/C Ratio 0.026 - - 2.58 1.877 0.029 - - HCM Control Delay (s) 8.5 - - $ 801$ 493.3 8.7 - - HCM Lane LOS A - - F F A - - HCM 95th %tile Q(veh) 0.1 - - 25.2 16.7 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 4: 2035 No Project - AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 232 93 166 130 141 175 41 1066 38 90 663 79 Future Volume (veh/h) 232 93 166 130 141 175 41 1066 38 90 663 79 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 252 101 180 141 153 190 45 1159 41 98 721 86 Adj No. of Lanes 1 1 1 1 1 1 1 3 0 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 270 405 344 175 305 259 68 1913 68 125 767 652 Arrive On Green 0.15 0.22 0.22 0.10 0.16 0.16 0.04 0.38 0.38 0.07 0.41 0.41 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 5043 178 1774 1863 1583 Grp Volume(v), veh/h 252 101 180 141 153 190 45 779 421 98 721 86 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1695 1831 1774 1863 1583 Q Serve(g_s), s 12.0 3.8 8.6 6.6 6.4 9.7 2.1 15.8 15.8 4.6 31.7 2.9 Cycle Q Clear(g_c), s 12.0 3.8 8.6 6.6 6.4 9.7 2.1 15.8 15.8 4.6 31.7 2.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.10 1.00 1.00 Lane Grp Cap(c), veh/h 270 405 344 175 305 259 68 1286 695 125 767 652 V/C Ratio(X) 0.93 0.25 0.52 0.81 0.50 0.73 0.66 0.61 0.61 0.78 0.94 0.13 Avail Cap(c_a), veh/h 270 611 519 228 567 482 104 1286 695 187 785 667 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 35.8 27.7 29.5 37.7 32.5 33.9 40.5 21.4 21.4 39.0 24.1 15.6 Incr Delay (d2), s/veh 37.3 0.3 1.2 14.7 1.3 4.0 10.4 0.8 1.5 11.7 19.0 0.1 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 8.7 2.0 3.9 4.0 3.4 4.5 1.2 7.5 8.2 2.7 20.3 1.3 LnGrp Delay(d),s/veh 73.1 28.0 30.7 52.4 33.8 37.9 50.9 22.2 22.9 50.8 43.1 15.7 LnGrp LOS E C C D C D D C C D D B Approach Vol, veh/h 533 484 1245 905 Approach Delay, s/veh 50.2 40.9 23.4 41.3 Approach LOS D D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 37.4 13.4 23.6 8.3 40.2 18.0 19.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 9.0 32.0 11.0 28.0 5.0 36.0 13.0 26.0 Max Q Clear Time (g_c+I1), s 6.6 17.8 8.6 10.6 4.1 33.7 14.0 11.7 Green Ext Time (p_c), s 0.0 10.0 0.1 2.4 0.0 1.4 0.0 2.2 Intersection Summary HCM 2010 Ctrl Delay 35.7 HCM 2010 LOS D Scenario 4: 2035 No Project - AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 252 101 180 141 153 190 45 1200 98 721 86 v/c Ratio 0.90 0.30 0.41 0.64 0.55 0.54 0.42 0.62 0.55 0.87 0.11 Control Delay 72.3 33.1 8.1 50.9 41.4 17.2 53.0 23.8 49.7 36.9 1.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 72.3 33.1 8.1 50.9 41.4 17.2 53.0 23.8 49.7 36.9 1.5 Queue Length 50th (ft) 137 49 0 74 79 26 24 192 51 362 0 Queue Length 95th (ft) #306 94 52 #161 138 87 #67 265 #115 #654 11 Internal Link Dist (ft) 1394 4367 628 3450 Turn Bay Length (ft) 300 150 250 250 300 250 150 Base Capacity (vph) 279 634 657 236 589 594 107 2028 193 826 774 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.90 0.16 0.27 0.60 0.26 0.32 0.42 0.59 0.51 0.87 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 155 23 286 11 5 289 86 607 17 110 324 78 Future Volume (veh/h) 155 23 286 11 5 289 86 607 17 110 324 78 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 168 25 311 12 5 314 93 660 18 120 352 85 Adj No. of Lanes 1 1 1 1 1 1 1 2 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 207 644 547 26 454 386 119 968 433 130 521 443 Arrive On Green 0.12 0.35 0.35 0.01 0.24 0.24 0.07 0.27 0.27 0.07 0.28 0.28 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 3539 1583 1774 1863 1583 Grp Volume(v), veh/h 168 25 311 12 5 314 93 660 18 120 352 85 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1863 1583 Q Serve(g_s), s 6.3 0.6 10.9 0.5 0.1 12.8 3.5 11.4 0.6 4.6 11.5 2.8 Cycle Q Clear(g_c), s 6.3 0.6 10.9 0.5 0.1 12.8 3.5 11.4 0.6 4.6 11.5 2.8 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 207 644 547 26 454 386 119 968 433 130 521 443 V/C Ratio(X) 0.81 0.04 0.57 0.45 0.01 0.81 0.78 0.68 0.04 0.92 0.68 0.19 Avail Cap(c_a), veh/h 208 791 672 130 709 603 130 1347 603 130 709 603 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 29.4 14.8 18.2 33.4 19.6 24.4 31.4 22.2 18.2 31.5 21.8 18.7 Incr Delay (d2), s/veh 21.0 0.0 0.9 11.7 0.0 4.8 24.2 0.9 0.0 56.2 1.5 0.2 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 4.3 0.3 4.9 0.3 0.1 6.1 2.5 5.6 0.3 4.3 6.1 1.2 LnGrp Delay(d),s/veh 50.5 14.9 19.1 45.0 19.6 29.2 55.5 23.0 18.3 87.7 23.4 18.9 LnGrp LOS D B B D B C E C B F C B Approach Vol, veh/h 504 331 771 557 Approach Delay, s/veh 29.4 29.6 26.8 36.5 Approach LOS C C C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 23.7 6.0 28.6 9.6 24.1 13.0 21.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 5.0 26.0 5.0 29.0 5.0 26.0 8.0 26.0 Max Q Clear Time (g_c+I1), s 6.6 13.4 2.5 12.9 5.5 13.5 8.3 14.8 Green Ext Time (p_c), s 0.0 5.3 0.0 2.1 0.0 5.3 0.0 1.9 Intersection Summary HCM 2010 Ctrl Delay 30.3 HCM 2010 LOS C Scenario 4: 2035 No Project - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 168 25 311 12 5 314 93 660 18 120 352 85 v/c Ratio 0.72 0.04 0.40 0.08 0.02 0.71 0.64 0.66 0.03 0.82 0.67 0.15 Control Delay 49.9 16.4 4.5 32.8 22.0 18.4 54.2 23.3 0.1 75.8 27.0 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.9 16.4 4.5 32.8 22.0 18.4 54.2 23.3 0.1 75.8 27.0 1.0 Queue Length 50th (ft) 59 5 0 4 2 34 33 110 0 44 112 0 Queue Length 95th (ft) #198 26 56 22 10 118 #129 190 0 #167 223 5 Internal Link Dist (ft) 1888 2509 3086 1727 Turn Bay Length (ft) 200 200 200 250 185 250 150 Base Capacity (vph) 233 892 920 146 799 799 146 1519 767 146 799 767 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.03 0.34 0.08 0.01 0.39 0.64 0.43 0.02 0.82 0.44 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 4: 2035 No Project - AM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 88 23 538 524 8 Future Vol, veh/h 0 88 23 538 524 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 96 25 585 570 9 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 574 578 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 518 996 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 518 996 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 13.5 0.4 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 996 - 518 - - HCM Lane V/C Ratio 0.025 - 0.185 - - HCM Control Delay (s) 8.7 - 13.5 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.1 - 0.7 - - Scenario 4: 2035 No Project - AM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 2 519 522 29 83 5 Future Vol, veh/h 2 519 522 29 83 5 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 2 564 567 32 90 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 599 0 - 0 1151 583 Stage 1 - - - - 583 - Stage 2 - - - - 568 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 978 - - - 219 512 Stage 1 - - - - 558 - Stage 2 - - - - 567 - Platoon blocked, % - - - Mov Cap-1 Maneuver 978 - - - 218 512 Mov Cap-2 Maneuver - - - - 218 - Stage 1 - - - - 558 - Stage 2 - - - - 565 - Approach EB WB SB HCM Control Delay, s 0 0 32.3 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 978 - - - 225 HCM Lane V/C Ratio 0.002 - - - 0.425 HCM Control Delay (s) 8.7 0 - - 32.3 HCM Lane LOS A A - - D HCM 95th %tile Q(veh) 0 - - - 2 Scenario 4: 2035 No Project - AM Node 11: Veterans/Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 230 329 145 168 338 312 225 824 353 191 484 77 Future Volume (veh/h) 230 329 145 168 338 312 225 824 353 191 484 77 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 250 358 158 183 367 339 245 896 384 208 526 84 Adj No. of Lanes 2 2 1 2 2 1 1 3 1 2 3 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 287 933 417 242 887 397 279 1936 603 284 1556 485 Arrive On Green 0.08 0.26 0.26 0.07 0.25 0.25 0.16 0.38 0.38 0.08 0.31 0.31 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 1774 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 250 358 158 183 367 339 245 896 384 208 526 84 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1774 1695 1583 1721 1695 1583 Q Serve(g_s), s 8.0 9.2 9.1 5.8 9.7 22.8 15.0 14.8 22.1 6.6 8.9 4.3 Cycle Q Clear(g_c), s 8.0 9.2 9.1 5.8 9.7 22.8 15.0 14.8 22.1 6.6 8.9 4.3 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 287 933 417 242 887 397 279 1936 603 284 1556 485 V/C Ratio(X) 0.87 0.38 0.38 0.75 0.41 0.85 0.88 0.46 0.64 0.73 0.34 0.17 Avail Cap(c_a), veh/h 287 997 446 275 985 440 446 1936 603 957 1556 485 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 50.5 33.6 33.6 50.8 34.9 39.8 45.9 25.9 28.2 49.9 29.9 28.3 Incr Delay (d2), s/veh 23.8 0.3 0.6 10.0 0.3 14.0 11.4 0.2 2.2 3.6 0.6 0.8 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 4.8 4.6 4.0 3.1 4.8 11.5 8.2 6.9 10.0 3.3 4.3 2.0 LnGrp Delay(d),s/veh 74.3 33.9 34.1 60.8 35.2 53.9 57.3 26.1 30.4 53.6 30.5 29.1 LnGrp LOS E C C E D D E C C D C C Approach Vol, veh/h 766 889 1525 818 Approach Delay, s/veh 47.1 47.6 32.2 36.2 Approach LOS D D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.2 48.4 13.1 34.7 23.5 40.1 14.6 33.2 Change Period (Y+Rc), s 6.0 6.0 5.3 5.3 6.0 6.0 5.3 5.3 Max Green Setting (Gmax), s 31.0 31.1 8.9 31.4 28.0 34.1 9.3 31.0 Max Q Clear Time (g_c+I1), s 8.6 24.1 7.8 11.2 17.0 10.9 10.0 24.8 Green Ext Time (p_c), s 0.6 5.0 0.1 6.1 0.5 11.3 0.0 3.2 Intersection Summary HCM 2010 Ctrl Delay 39.3 HCM 2010 LOS D Scenario 4: 2035 No Project - AM Node 11: Veterans/Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 250 358 158 183 367 339 245 896 384 208 526 84 v/c Ratio 0.80 0.59 0.39 0.63 0.62 0.62 0.74 0.43 0.46 0.53 0.31 0.14 Control Delay 67.5 43.9 9.2 57.8 45.3 9.7 53.9 23.5 7.0 49.6 27.7 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.5 43.9 9.2 57.8 45.3 9.7 53.9 23.5 7.0 49.6 27.7 2.7 Queue Length 50th (ft) 84 114 0 60 118 0 152 150 28 67 92 0 Queue Length 95th (ft) #179 176 56 #119 181 80 254 222 110 115 150 17 Internal Link Dist (ft) 1650 2522 1657 2460 Turn Bay Length (ft) 300 150 300 250 250 150 250 150 Base Capacity (vph) 312 1086 595 298 1072 716 484 2071 831 1040 1695 607 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.33 0.27 0.61 0.34 0.47 0.51 0.43 0.46 0.20 0.31 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 42 376 3 6 354 30 3 3 6 17 9 44 Future Vol, veh/h 42 376 3 6 354 30 3 3 6 17 9 44 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 46 409 3 7 385 33 3 3 7 18 10 48 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 417 0 0 412 0 0 945 932 410 921 917 401 Stage 1 - - - - - - 502 502 - 414 414 - Stage 2 - - - - - - 443 430 - 507 503 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1142 - - 1147 - - 242 266 642 251 272 649 Stage 1 - - - - - - 552 542 - 616 593 - Stage 2 - - - - - - 594 583 - 548 541 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1142 - - 1147 - - 208 250 642 235 256 649 Mov Cap-2 Maneuver - - - - - - 208 250 - 235 256 - Stage 1 - - - - - - 523 514 - 584 588 - Stage 2 - - - - - - 537 578 - 511 513 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.1 16.2 16.1 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 335 1142 - - 1147 - - 399 HCM Lane V/C Ratio 0.039 0.04 - - 0.006 - - 0.191 HCM Control Delay (s) 16.2 8.3 0 - 8.2 0 - 16.1 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - - 0.7 Scenario 5: 2035 No Project - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 94 392 132 54 438 193 44 204 78 206 260 80 Future Volume (veh/h) 94 392 132 54 438 193 44 204 78 206 260 80 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 102 426 143 59 476 210 48 222 85 224 283 87 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 128 502 169 76 425 188 69 310 119 197 429 132 Arrive On Green 0.07 0.38 0.38 0.04 0.35 0.35 0.04 0.24 0.24 0.11 0.31 0.31 Sat Flow, veh/h 1774 1335 448 1774 1226 541 1774 1284 492 1774 1368 421 Grp Volume(v), veh/h 102 0 569 59 0 686 48 0 307 224 0 370 Grp Sat Flow(s),veh/h/ln 1774 0 1784 1774 0 1767 1774 0 1776 1774 0 1789 Q Serve(g_s), s 5.1 0.0 26.3 3.0 0.0 31.2 2.4 0.0 14.3 10.0 0.0 16.1 Cycle Q Clear(g_c), s 5.1 0.0 26.3 3.0 0.0 31.2 2.4 0.0 14.3 10.0 0.0 16.1 Prop In Lane 1.00 0.25 1.00 0.31 1.00 0.28 1.00 0.24 Lane Grp Cap(c), veh/h 128 0 671 76 0 613 69 0 428 197 0 561 V/C Ratio(X) 0.80 0.00 0.85 0.78 0.00 1.12 0.70 0.00 0.72 1.14 0.00 0.66 Avail Cap(c_a), veh/h 128 0 671 104 0 613 99 0 428 197 0 561 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 41.1 0.0 25.7 42.6 0.0 29.4 42.7 0.0 31.3 40.0 0.0 26.7 Incr Delay (d2), s/veh 28.5 0.0 10.0 21.5 0.0 73.9 11.9 0.0 9.9 105.6 0.0 6.0 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 3.5 0.0 14.8 1.9 0.0 27.7 1.4 0.0 8.2 10.7 0.0 8.8 LnGrp Delay(d),s/veh 69.6 0.0 35.7 64.1 0.0 103.3 54.7 0.0 41.2 145.6 0.0 32.7 LnGrp LOS E D E F D D F C Approach Vol, veh/h 671 745 355 594 Approach Delay, s/veh 40.9 100.2 43.0 75.3 Approach LOS D F D E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 26.7 9.2 39.1 8.5 33.2 11.8 36.5 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 10.0 21.7 5.3 32.4 5.0 26.7 6.5 31.2 Max Q Clear Time (g_c+I1), s 12.0 16.3 5.0 28.3 4.4 18.1 7.1 33.2 Green Ext Time (p_c), s 0.0 1.9 0.0 2.7 0.0 2.6 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 68.5 HCM 2010 LOS E Scenario 5: 2035 No Project - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 102 569 59 686 48 307 224 370 v/c Ratio 0.80 0.81 0.57 1.08 0.49 0.69 1.14 0.59 Control Delay 83.5 36.1 63.3 89.8 58.7 38.2 146.7 29.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 83.5 36.1 63.3 89.8 58.7 38.2 146.7 29.4 Queue Length 50th (ft) 58 287 33 ~432 27 149 ~150 176 Queue Length 95th (ft) #146 #479 #87 #647 #70 240 #291 275 Internal Link Dist (ft) 2600 870 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 127 700 104 633 98 445 196 624 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.81 0.57 1.08 0.49 0.69 1.14 0.59 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 118 654 140 220 692 245 160 380 172 160 613 60 Future Volume (veh/h) 118 654 140 220 692 245 160 380 172 160 613 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 128 711 152 239 752 266 174 413 187 174 666 65 Adj No. of Lanes 1 2 1 1 2 1 1 2 1 1 2 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 160 926 414 245 1095 490 182 878 393 182 878 393 Arrive On Green 0.09 0.26 0.26 0.14 0.31 0.31 0.10 0.25 0.25 0.10 0.25 0.25 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 128 711 152 239 752 266 174 413 187 174 666 65 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 6.0 15.8 6.7 11.4 15.8 11.8 8.3 8.4 8.5 8.3 14.8 2.7 Cycle Q Clear(g_c), s 6.0 15.8 6.7 11.4 15.8 11.8 8.3 8.4 8.5 8.3 14.8 2.7 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 160 926 414 245 1095 490 182 878 393 182 878 393 V/C Ratio(X) 0.80 0.77 0.37 0.98 0.69 0.54 0.96 0.47 0.48 0.96 0.76 0.17 Avail Cap(c_a), veh/h 201 1001 448 245 1095 490 182 1018 455 182 1018 455 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 37.9 28.9 25.6 36.4 25.7 24.3 37.9 27.2 27.2 37.9 29.6 25.0 Incr Delay (d2), s/veh 16.5 3.4 0.5 51.0 1.8 1.2 54.0 0.4 0.9 54.0 2.9 0.2 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 3.7 8.1 3.0 9.0 8.0 5.3 6.7 4.2 3.8 6.7 7.6 1.2 LnGrp Delay(d),s/veh 54.3 32.3 26.1 87.4 27.5 25.6 91.9 27.6 28.1 91.9 32.4 25.2 LnGrp LOS D C C F C C F C C F C C Approach Vol, veh/h 991 1257 774 905 Approach Delay, s/veh 34.2 38.5 42.2 43.3 Approach LOS C D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 26.4 17.0 27.5 14.0 26.4 13.0 31.6 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 8.7 24.4 11.7 24.0 8.7 24.4 9.6 26.1 Max Q Clear Time (g_c+I1), s 10.3 10.5 13.4 17.8 10.3 16.8 8.0 17.8 Green Ext Time (p_c), s 0.0 6.3 0.0 4.5 0.0 4.3 0.0 5.9 Intersection Summary HCM 2010 Ctrl Delay 39.3 HCM 2010 LOS D Scenario 5: 2035 No Project - PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 128 711 152 239 752 266 174 413 187 174 666 65 v/c Ratio 0.67 0.79 0.29 0.96 0.75 0.42 0.94 0.47 0.35 0.94 0.76 0.13 Control Delay 55.9 36.9 6.0 88.9 33.0 5.6 95.0 29.1 6.2 95.0 35.9 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.9 36.9 6.0 88.9 33.0 5.6 95.0 29.1 6.2 95.0 35.9 0.5 Queue Length 50th (ft) 69 187 0 ~137 194 0 98 101 0 98 178 0 Queue Length 95th (ft) #151 260 43 #293 268 56 #232 145 49 #232 240 0 Internal Link Dist (ft) 2522 5205 1786 1253 Turn Bay Length (ft) 250 150 250 150 265 150 200 150 Base Capacity (vph) 203 1019 567 248 1108 678 185 1036 595 185 1036 573 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.63 0.70 0.27 0.96 0.68 0.39 0.94 0.40 0.31 0.94 0.64 0.11 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 770 122 238 985 135 88 19 320 124 58 78 Future Volume (veh/h) 104 770 122 238 985 135 88 19 320 124 58 78 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 113 837 133 259 1071 147 96 21 348 135 63 85 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 138 971 434 267 1229 550 121 457 388 150 487 414 Arrive On Green 0.08 0.27 0.27 0.15 0.35 0.35 0.07 0.25 0.25 0.08 0.26 0.26 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 113 837 133 259 1071 147 96 21 348 135 63 85 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 5.4 19.4 5.7 12.5 24.5 5.8 4.6 0.7 18.4 6.5 2.2 3.6 Cycle Q Clear(g_c), s 5.4 19.4 5.7 12.5 24.5 5.8 4.6 0.7 18.4 6.5 2.2 3.6 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 138 971 434 267 1229 550 121 457 388 150 487 414 V/C Ratio(X) 0.82 0.86 0.31 0.97 0.87 0.27 0.79 0.05 0.90 0.90 0.13 0.21 Avail Cap(c_a), veh/h 138 984 440 267 1242 556 121 528 449 150 559 475 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 39.2 29.8 24.8 36.5 26.4 20.3 39.6 24.9 31.5 39.2 24.4 24.9 Incr Delay (d2), s/veh 31.1 7.9 0.4 46.6 6.9 0.3 29.1 0.0 18.6 45.4 0.1 0.2 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 3.9 10.5 2.5 9.6 13.1 2.5 3.2 0.4 10.0 5.1 1.2 1.6 LnGrp Delay(d),s/veh 70.4 37.7 25.2 83.1 33.3 20.5 68.7 24.9 50.1 84.6 24.5 25.1 LnGrp LOS E D C F C C E C D F C C Approach Vol, veh/h 1083 1477 465 283 Approach Delay, s/veh 39.5 40.8 52.8 53.4 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.6 26.5 18.3 29.0 11.2 27.9 12.0 35.3 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 7.3 24.5 13.0 24.0 5.9 25.9 6.7 30.3 Max Q Clear Time (g_c+I1), s 8.5 20.4 14.5 21.4 6.6 5.6 7.4 26.5 Green Ext Time (p_c), s 0.0 0.8 0.0 2.3 0.0 1.8 0.0 3.3 Intersection Summary HCM 2010 Ctrl Delay 43.1 HCM 2010 LOS D Scenario 5: 2035 No Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 113 837 133 259 1071 147 96 21 348 135 63 85 v/c Ratio 0.72 0.80 0.21 0.85 0.80 0.21 0.69 0.07 0.77 0.79 0.20 0.19 Control Delay 63.1 32.6 1.0 59.0 27.5 4.0 64.1 27.1 21.2 68.6 27.9 0.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 63.1 32.6 1.0 59.0 27.5 4.0 64.1 27.1 21.2 68.6 27.9 0.9 Queue Length 50th (ft) 53 185 0 121 224 0 45 9 42 64 26 0 Queue Length 95th (ft) #157 #330 4 #295 #403 35 #138 27 128 #183 57 0 Internal Link Dist (ft) 5205 2504 1635 1102 Turn Bay Length (ft) 250 150 150 150 250 100 200 150 Base Capacity (vph) 158 1130 656 306 1427 731 139 607 686 171 642 690 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.74 0.20 0.85 0.75 0.20 0.69 0.03 0.51 0.79 0.10 0.12 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 5: Polk/SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 750 117 349 881 0 181 0 552 431 233 165 Future Volume (veh/h) 0 750 117 349 881 0 181 0 552 431 233 165 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1863 1863 1863 0 1863 0 1863 1863 1863 1900 Adj Flow Rate, veh/h 0 815 127 379 958 0 197 0 600 468 253 179 Adj No. of Lanes 0 2 1 1 2 0 1 0 1 2 1 0 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, % 0 2 2 2 2 0 2 0 2 2 2 2 Cap, veh/h 0 767 343 384 1711 0 207 0 0 501 254 180 Arrive On Green 0.00 0.22 0.22 0.22 0.48 0.00 0.12 0.00 0.00 0.15 0.25 0.25 Sat Flow, veh/h 0 3632 1583 1774 3632 0 1774 197 3442 1017 719 Grp Volume(v), veh/h 0 815 127 379 958 0 197 88.3 468 0 432 Grp Sat Flow(s),veh/h/ln 0 1770 1583 1774 1770 0 1774 F 1721 0 1736 Q Serve(g_s), s 0.0 19.5 6.1 19.2 17.3 0.0 9.9 12.1 0.0 22.4 Cycle Q Clear(g_c), s 0.0 19.5 6.1 19.2 17.3 0.0 9.9 12.1 0.0 22.4 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.41 Lane Grp Cap(c), veh/h 0 767 343 384 1711 0 207 501 0 434 V/C Ratio(X) 0.00 1.06 0.37 0.99 0.56 0.00 0.95 0.93 0.00 1.00 Avail Cap(c_a), veh/h 0 767 343 384 1711 0 207 501 0 434 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 0.00 1.00 Uniform Delay (d), s/veh 0.0 35.3 30.0 35.1 16.5 0.0 39.5 38.0 0.0 33.7 Incr Delay (d2), s/veh 0.0 50.5 0.7 42.0 0.4 0.0 48.8 24.9 0.0 42.0 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 14.9 2.8 13.9 8.5 0.0 7.7 7.5 0.0 15.7 LnGrp Delay(d),s/veh 0.0 85.7 30.7 77.2 16.9 0.0 88.3 62.9 0.0 75.7 LnGrp LOS F C E B F E E Approach Vol, veh/h 942 1337 900 Approach Delay, s/veh 78.3 34.0 69.0 Approach LOS E C E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 3 4 5 6 8 Phs Duration (G+Y+Rc), s 17.6 24.0 24.0 15.0 27.0 48.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 13.1 19.5 19.5 10.5 22.5 43.5 Max Q Clear Time (g_c+I1), s 14.1 21.2 21.5 11.9 24.4 19.3 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 13.5 Intersection Summary HCM 2010 Ctrl Delay 58.9 HCM 2010 LOS E Scenario 5: 2035 No Project - PM Node 5: Polk/SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBT EBR WBL WBT NBL NBR SBL SBT Lane Group Flow (vph) 815 127 379 958 197 600 468 432 v/c Ratio 1.06 0.29 0.98 0.56 0.95 0.75 0.93 0.94 Control Delay 84.5 7.5 79.3 17.9 93.2 23.1 65.9 61.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 84.5 7.5 79.3 17.9 93.2 23.1 65.9 61.7 Queue Length 50th (ft) ~271 0 216 194 113 232 137 222 Queue Length 95th (ft) #388 44 #397 252 #246 373 #230 #404 Internal Link Dist (ft) 2549 1190 931 Turn Bay Length (ft) 100 400 100 160 Base Capacity (vph) 770 444 385 1719 207 805 502 467 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.06 0.29 0.98 0.56 0.95 0.75 0.93 0.93 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 108.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 28 136 14 20 292 15 34 400 19 27 447 23 Future Vol, veh/h 28 136 14 20 292 15 34 400 19 27 447 23 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 30 148 15 22 317 16 37 435 21 29 486 25 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1243 1086 498 1158 1089 445 511 0 0 455 0 0 Stage 1 557 557 - 519 519 - - - - - - - Stage 2 686 529 - 639 570 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 151 216 572 173 ~ 215 613 1054 - - 1106 - - Stage 1 515 512 - 540 533 - - - - - - - Stage 2 438 527 - 464 505 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver - 203 572 66 ~ 202 613 1054 - - 1106 - - Mov Cap-2 Maneuver - 203 - 66 ~ 202 - - - - - - - Stage 1 497 499 - 521 514 - - - - - - - Stage 2 157 509 - 310 492 - - - - - - - Approach EB WB NB SB HCM Control Delay, s $ 481.1 0.6 0.5 HCM LOS - F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1054 - - - 184 1106 - - HCM Lane V/C Ratio 0.035 - - - 1.932 0.027 - - HCM Control Delay (s) 8.5 - - -$ 481.1 8.3 - - HCM Lane LOS A - - - F A - - HCM 95th %tile Q(veh) 0.1 - - - 26.5 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 5: 2035 No Project - PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 93 112 39 89 112 151 913 124 192 943 213 Future Volume (veh/h) 107 93 112 39 89 112 151 913 124 192 943 213 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 116 101 122 42 97 122 164 992 135 209 1025 232 Adj No. of Lanes 1 1 1 1 1 1 1 3 0 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 127 269 229 54 193 164 183 2407 327 238 1048 891 Arrive On Green 0.07 0.14 0.14 0.03 0.10 0.10 0.10 0.53 0.53 0.13 0.56 0.56 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 4529 615 1774 1863 1583 Grp Volume(v), veh/h 116 101 122 42 97 122 164 742 385 209 1025 232 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1695 1754 1774 1863 1583 Q Serve(g_s), s 8.2 6.2 9.0 3.0 6.2 9.4 11.5 16.5 16.6 14.5 67.3 9.4 Cycle Q Clear(g_c), s 8.2 6.2 9.0 3.0 6.2 9.4 11.5 16.5 16.6 14.5 67.3 9.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.35 1.00 1.00 Lane Grp Cap(c), veh/h 127 269 229 54 193 164 183 1802 932 238 1048 891 V/C Ratio(X) 0.91 0.38 0.53 0.77 0.50 0.74 0.89 0.41 0.41 0.88 0.98 0.26 Avail Cap(c_a), veh/h 127 400 340 113 385 327 183 1802 932 367 1066 907 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 58.0 48.7 49.9 60.5 53.3 54.7 55.7 17.7 17.7 53.4 26.8 14.1 Incr Delay (d2), s/veh 54.2 0.9 1.9 20.4 2.0 6.5 38.3 0.2 0.3 14.0 22.2 0.2 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 5.9 3.2 4.0 1.8 3.3 4.4 7.6 7.8 8.1 8.1 40.9 4.2 LnGrp Delay(d),s/veh 112.2 49.5 51.8 80.9 55.3 61.3 94.0 17.8 18.0 67.4 49.0 14.3 LnGrp LOS F D D F E E F B B E D B Approach Vol, veh/h 339 261 1291 1466 Approach Delay, s/veh 71.8 62.2 27.6 46.1 Approach LOS E E C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.9 71.8 8.8 23.2 18.0 75.7 14.0 18.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 26.0 59.0 8.0 27.0 13.0 72.0 9.0 26.0 Max Q Clear Time (g_c+I1), s 16.5 18.6 5.0 11.0 13.5 69.3 10.2 11.4 Green Ext Time (p_c), s 0.4 24.1 0.0 1.7 0.0 1.4 0.0 1.6 Intersection Summary HCM 2010 Ctrl Delay 42.8 HCM 2010 LOS D Scenario 5: 2035 No Project - PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 116 101 122 42 97 122 164 1127 209 1025 232 v/c Ratio 0.92 0.44 0.39 0.41 0.55 0.46 0.90 0.43 0.76 0.96 0.25 Control Delay 119.3 58.7 10.8 70.2 66.5 12.7 100.8 20.0 68.4 46.6 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 119.3 58.7 10.8 70.2 66.5 12.7 100.8 20.0 68.4 46.6 8.8 Queue Length 50th (ft) 96 79 0 33 77 0 134 198 165 758 50 Queue Length 95th (ft) #223 138 49 75 135 49 #281 279 248 #1157 103 Internal Link Dist (ft) 1394 4367 628 3450 Turn Bay Length (ft) 300 150 250 250 300 250 150 Base Capacity (vph) 126 399 443 112 385 431 182 2604 365 1065 945 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.92 0.25 0.28 0.38 0.25 0.28 0.90 0.43 0.57 0.96 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 36 32 6 5 126 140 422 8 148 510 125 Future Volume (veh/h) 120 36 32 6 5 126 140 422 8 148 510 125 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 130 39 35 7 5 137 152 459 9 161 554 136 Adj No. of Lanes 1 1 1 1 1 1 1 2 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 165 382 325 16 226 192 191 1293 578 203 693 589 Arrive On Green 0.09 0.21 0.21 0.01 0.12 0.12 0.11 0.37 0.37 0.11 0.37 0.37 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 3539 1583 1774 1863 1583 Grp Volume(v), veh/h 130 39 35 7 5 137 152 459 9 161 554 136 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1863 1583 Q Serve(g_s), s 4.7 1.1 1.2 0.3 0.2 5.4 5.5 6.2 0.2 5.8 17.4 3.9 Cycle Q Clear(g_c), s 4.7 1.1 1.2 0.3 0.2 5.4 5.5 6.2 0.2 5.8 17.4 3.9 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 165 382 325 16 226 192 191 1293 578 203 693 589 V/C Ratio(X) 0.79 0.10 0.11 0.43 0.02 0.71 0.80 0.36 0.02 0.79 0.80 0.23 Avail Cap(c_a), veh/h 190 742 630 136 684 582 244 1517 679 299 856 727 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 29.0 21.1 21.1 32.2 25.3 27.6 28.4 15.1 13.2 28.2 18.3 14.1 Incr Delay (d2), s/veh 17.5 0.1 0.1 17.1 0.0 4.8 13.0 0.2 0.0 8.7 4.4 0.2 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 3.1 0.6 0.5 0.2 0.1 2.6 3.4 3.0 0.1 3.3 9.8 1.7 LnGrp Delay(d),s/veh 46.5 21.2 21.2 49.3 25.3 32.4 41.5 15.3 13.2 36.8 22.8 14.3 LnGrp LOS D C C D C C D B B D C B Approach Vol, veh/h 204 149 620 851 Approach Delay, s/veh 37.3 33.0 21.7 24.1 Approach LOS D C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.5 28.9 5.6 18.4 12.0 29.3 11.1 12.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 11.0 28.0 5.0 26.0 9.0 30.0 7.0 24.0 Max Q Clear Time (g_c+I1), s 7.8 8.2 2.3 3.2 7.5 19.4 6.7 7.4 Green Ext Time (p_c), s 0.1 6.8 0.0 0.7 0.1 4.9 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 25.5 HCM 2010 LOS C Scenario 5: 2035 No Project - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 130 39 35 7 5 137 152 459 9 161 554 136 v/c Ratio 0.72 0.09 0.07 0.05 0.03 0.48 0.66 0.36 0.01 0.61 0.79 0.20 Control Delay 56.9 24.2 0.3 33.5 29.6 11.8 46.1 17.3 0.0 39.8 28.3 3.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.9 24.2 0.3 33.5 29.6 11.8 46.1 17.3 0.0 39.8 28.3 3.4 Queue Length 50th (ft) 55 13 0 3 2 0 63 72 0 65 195 0 Queue Length 95th (ft) #151 42 0 15 11 44 #158 117 0 #147 #342 28 Internal Link Dist (ft) 1888 2509 3086 1727 Turn Bay Length (ft) 200 200 200 250 185 250 150 Base Capacity (vph) 180 706 690 129 652 648 232 1446 732 284 815 774 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.06 0.05 0.05 0.01 0.21 0.66 0.32 0.01 0.57 0.68 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 No Project - PM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 77 93 406 469 22 Future Vol, veh/h 0 77 93 406 469 22 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 0 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 84 101 441 510 24 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 522 534 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 555 1034 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 555 1034 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 12.6 1.7 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1034 - 555 - - HCM Lane V/C Ratio 0.098 - 0.151 - - HCM Control Delay (s) 8.9 - 12.6 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.3 - 0.5 - - Scenario 5: 2035 No Project - PM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 15 540 533 73 68 9 Future Vol, veh/h 15 540 533 73 68 9 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 16 587 579 79 74 10 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 659 0 - 0 1239 619 Stage 1 - - - - 619 - Stage 2 - - - - 620 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 929 - - - 194 489 Stage 1 - - - - 537 - Stage 2 - - - - 536 - Platoon blocked, % - - - Mov Cap-1 Maneuver 929 - - - 189 489 Mov Cap-2 Maneuver - - - - 189 - Stage 1 - - - - 537 - Stage 2 - - - - 522 - Approach EB WB SB HCM Control Delay, s 0.2 0 34.4 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 929 - - - 204 HCM Lane V/C Ratio 0.018 - - - 0.41 HCM Control Delay (s) 8.9 0 - - 34.4 HCM Lane LOS A A - - D HCM 95th %tile Q(veh) 0.1 - - - 1.9 Scenario 5: 2035 No Project - PM Node 11: Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 242 286 322 377 230 339 205 447 337 397 643 247 Future Volume (veh/h) 242 286 322 377 230 339 205 447 337 397 643 247 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 263 311 350 410 250 368 223 486 366 432 699 268 Adj No. of Lanes 2 2 1 2 2 1 1 3 1 2 3 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 325 860 385 471 1010 452 254 1449 451 513 1480 461 Arrive On Green 0.09 0.24 0.24 0.14 0.29 0.29 0.14 0.28 0.28 0.15 0.29 0.29 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 1774 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 263 311 350 410 250 368 223 486 366 432 699 268 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1774 1695 1583 1721 1695 1583 Q Serve(g_s), s 9.1 8.8 26.1 14.2 6.6 26.3 14.9 9.2 26.1 14.8 13.7 17.5 Cycle Q Clear(g_c), s 9.1 8.8 26.1 14.2 6.6 26.3 14.9 9.2 26.1 14.8 13.7 17.5 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 325 860 385 471 1010 452 254 1449 451 513 1480 461 V/C Ratio(X) 0.81 0.36 0.91 0.87 0.25 0.81 0.88 0.34 0.81 0.84 0.47 0.58 Avail Cap(c_a), veh/h 448 904 405 542 1010 452 395 1449 451 879 1480 461 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 53.9 38.1 44.6 51.3 33.3 40.4 51.0 34.3 40.3 50.2 35.4 36.7 Incr Delay (d2), s/veh 7.6 0.3 23.6 13.0 0.1 11.0 13.2 0.1 10.7 3.9 1.1 5.3 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 4.7 4.4 13.9 7.6 3.2 12.8 8.2 4.3 12.7 7.3 6.6 8.3 LnGrp Delay(d),s/veh 61.5 38.4 68.2 64.3 33.5 51.3 64.2 34.4 51.0 54.1 36.4 42.0 LnGrp LOS E D E E C D E C D D D D Approach Vol, veh/h 924 1028 1075 1399 Approach Delay, s/veh 56.3 52.1 46.3 43.0 Approach LOS E D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 24.1 40.6 21.9 34.8 23.3 41.3 16.8 39.9 Change Period (Y+Rc), s 6.0 6.0 5.3 5.3 6.0 6.0 5.3 5.3 Max Green Setting (Gmax), s 31.0 31.3 19.1 31.0 27.0 35.3 15.8 34.3 Max Q Clear Time (g_c+I1), s 16.8 28.1 16.2 28.1 16.9 19.5 11.1 28.3 Green Ext Time (p_c), s 1.2 2.4 0.4 1.4 0.4 8.4 0.4 3.1 Intersection Summary HCM 2010 Ctrl Delay 48.7 HCM 2010 LOS D Scenario 5: 2035 No Project - PM Node 11: Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 263 311 350 410 250 368 223 486 366 432 699 268 v/c Ratio 0.64 0.60 0.66 0.76 0.39 0.62 0.73 0.30 0.50 0.73 0.43 0.39 Control Delay 55.5 50.5 11.3 56.1 42.8 9.4 59.3 30.7 7.1 51.8 32.5 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.5 50.5 11.3 56.1 42.8 9.4 59.3 30.7 7.1 51.8 32.5 6.0 Queue Length 50th (ft) 94 112 0 145 83 0 155 97 11 154 146 2 Queue Length 95th (ft) 152 170 88 #235 134 87 252 147 94 223 216 67 Internal Link Dist (ft) 1650 2522 1657 2460 Turn Bay Length (ft) 300 150 300 250 250 150 250 150 Base Capacity (vph) 491 994 696 594 1100 745 432 1618 738 964 1627 686 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.31 0.50 0.69 0.23 0.49 0.52 0.30 0.50 0.45 0.43 0.39 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario : 2035 Project - AM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 67 387 2 3 369 31 4 10 1 26 7 104 Future Vol, veh/h 67 387 2 3 369 31 4 10 1 26 7 104 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - -- - -- - -- - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 73 421 2 3 401 34 4 11 1 28 8 113 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 435 0 0 423 0 0 1052 1008 422 997 992 418 Stage 1 - - -- - - 567 567 - 424 424 - Stage 2 - - -- - - 485 441 - 573 568 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - -- - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - -- - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1125 - - 1136 - - 204 240 632 223 246 635 Stage 1 - - - - - - 508 507 - 608 587 - Stage 2 - - -- - - 563 577 - 505 506 - Platoon blocked, %- -- - Mov Cap-1 Maneuver 1125 - - 1136 - - 152 219 632 200 224 635 Mov Cap-2 Maneuver - - -- - - 152 219 - 200 224 - Stage 1 - - -- - - 465 464 - 556 585 - Stage 2 - - -- - - 455 575 - 450 463 - Approach EB WB NB SB HCM Control Delay, s 1.2 0.1 24.2 18.1 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)204 1125 - - 1136 - - 422 HCM Lane V/C Ratio 0.08 0.065 - - 0.003 - - 0.353 HCM Control Delay (s) 24.2 8.4 0 - 8.2 0 - 18.1 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.3 0.2 - - 0 - - 1.6 Scenario 5: 2035 Plus Project - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 377 35 30 289 147 98 275 161 177 221 135 Future Volume (veh/h) 107 377 35 30 289 147 98 275 161 177 221 135 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 116 410 38 33 314 160 107 299 175 192 240 147 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 145 548 51 55 321 164 135 332 195 198 365 223 Arrive On Green 0.08 0.33 0.33 0.03 0.28 0.28 0.08 0.30 0.30 0.11 0.34 0.34 Sat Flow, veh/h 1774 1680 156 1774 1165 593 1774 1103 646 1774 1083 663 Grp Volume(v), veh/h 116 0 448 33 0 474 107 0 474 192 0 387 Grp Sat Flow(s),veh/h/ln 1774 0 1835 1774 0 1758 1774 0 1749 1774 0 1746 Q Serve(g_s), s 5.8 0.0 19.5 1.6 0.0 24.0 5.3 0.0 23.3 9.7 0.0 16.9 Cycle Q Clear(g_c), s 5.8 0.0 19.5 1.6 0.0 24.0 5.3 0.0 23.3 9.7 0.0 16.9 Prop In Lane 1.00 0.08 1.00 0.34 1.00 0.37 1.00 0.38 Lane Grp Cap(c), veh/h 145 0 598 55 0 484 135 0 527 198 0 588 V/C Ratio(X) 0.80 0.00 0.75 0.60 0.00 0.98 0.79 0.00 0.90 0.97 0.00 0.66 Avail Cap(c_a), veh/h 152 0 598 101 0 484 158 0 527 198 0 588 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 40.4 0.0 26.9 42.9 0.0 32.2 40.7 0.0 30.0 39.7 0.0 25.3 Incr Delay (d2), s/veh 24.4 0.0 5.2 9.8 0.0 35.2 20.6 0.0 20.9 55.1 0.0 5.7 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 3.8 0.0 10.7 1.0 0.0 16.3 3.4 0.0 14.3 7.7 0.0 9.1 LnGrp Delay(d),s/veh 64.9 0.0 32.1 52.6 0.0 67.4 61.3 0.0 51.0 94.8 0.0 31.0 LnGrp LOS E C D E E D F C Approach Vol, veh/h 564 507 581 579 Approach Delay, s/veh 38.8 66.4 52.9 52.2 Approach LOS D E D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 32.0 8.1 34.5 11.8 35.2 12.6 30.0 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 10.0 27.0 5.1 27.3 8.0 29.0 7.7 24.7 Max Q Clear Time (g_c+I1), s 11.7 25.3 3.6 21.5 7.3 18.9 7.8 26.0 Green Ext Time (p_c), s 0.0 0.9 0.0 2.6 0.0 3.8 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 52.2 HCM 2010 LOS D Scenario 5: 2035 Plus Project - AM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 116 448 33 474 107 474 192 387 v/c Ratio 0.76 0.70 0.33 0.95 0.69 0.86 0.97 0.65 Control Delay 72.2 33.6 49.9 61.4 64.4 44.5 100.4 29.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 72.2 33.6 49.9 61.4 64.4 44.5 100.4 29.5 Queue Length 50th (ft) 66 230 18 249 60 237 111 170 Queue Length 95th (ft) #155 #382 48 #443 #138 #413 #243 270 Internal Link Dist (ft) 2600 870 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 152 641 100 507 158 553 197 597 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.76 0.70 0.33 0.93 0.68 0.86 0.97 0.65 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 164 639 96 191 436 245 79 546 285 165 376 145 Future Volume (veh/h) 164 639 96 191 436 245 79 546 285 165 376 145 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 178 695 104 208 474 266 86 593 310 179 409 158 Adj No. of Lanes 1 2 1 1 2 1 1 2 1 1 2 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 211 902 404 230 940 420 110 895 401 201 1076 481 Arrive On Green 0.12 0.25 0.25 0.13 0.27 0.27 0.06 0.25 0.25 0.11 0.30 0.30 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 178 695 104 208 474 266 86 593 310 179 409 158 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 8.3 15.5 4.4 9.8 9.6 12.6 4.1 12.8 15.4 8.5 7.7 6.6 Cycle Q Clear(g_c), s 8.3 15.5 4.4 9.8 9.6 12.6 4.1 12.8 15.4 8.5 7.7 6.6 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 211 902 404 230 940 420 110 895 401 201 1076 481 V/C Ratio(X) 0.84 0.77 0.26 0.91 0.50 0.63 0.78 0.66 0.77 0.89 0.38 0.33 Avail Cap(c_a), veh/h 211 1000 447 230 1038 464 148 1008 451 201 1113 498 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 36.6 29.3 25.2 36.5 26.5 27.5 39.3 28.5 29.5 37.2 23.3 22.9 Incr Delay (d2), s/veh 25.5 3.4 0.3 35.0 0.4 2.4 16.9 1.4 7.3 35.7 0.2 0.4 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 5.6 8.0 2.0 7.0 4.7 5.8 2.5 6.4 7.6 6.1 3.8 2.9 LnGrp Delay(d),s/veh 62.2 32.7 25.6 71.4 26.9 29.9 56.2 29.9 36.8 72.9 23.5 23.3 LnGrp LOS E C C E C C E C D E C C Approach Vol, veh/h 977 948 989 746 Approach Delay, s/veh 37.3 37.5 34.3 35.3 Approach LOS D D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.9 26.8 16.3 26.9 10.6 31.1 15.4 27.8 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 9.6 24.2 11.0 24.0 7.1 26.7 10.1 24.9 Max Q Clear Time (g_c+I1), s 10.5 17.4 11.8 17.5 6.1 9.7 10.3 14.6 Green Ext Time (p_c), s 0.0 4.0 0.0 4.2 0.0 7.3 0.0 5.9 Intersection Summary HCM 2010 Ctrl Delay 36.1 HCM 2010 LOS D Scenario 5: 2035 Plus Project - AM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 178 695 104 208 474 266 86 593 310 179 409 158 v/c Ratio 0.82 0.78 0.20 0.89 0.51 0.44 0.59 0.69 0.50 0.87 0.38 0.27 Control Delay 69.0 36.2 2.4 75.1 28.6 6.8 56.5 33.6 6.6 77.8 25.3 5.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.0 36.2 2.4 75.1 28.6 6.8 56.5 33.6 6.6 77.8 25.3 5.5 Queue Length 50th (ft) 97 180 0 114 112 5 46 154 2 98 95 0 Queue Length 95th (ft) #222 253 14 #256 165 63 #113 212 63 #229 138 43 Internal Link Dist (ft) 2522 5205 1786 1253 Turn Bay Length (ft) 250 150 250 150 265 150 250 150 Base Capacity (vph) 216 1026 570 235 1065 653 151 1035 679 205 1165 627 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.82 0.68 0.18 0.89 0.45 0.41 0.57 0.57 0.46 0.87 0.35 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 870 128 68 656 195 201 156 198 64 5 15 Future Volume (veh/h) 165 870 128 68 656 195 201 156 198 64 5 15 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 179 946 139 74 713 212 218 170 215 70 5 16 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 220 1368 612 100 1127 504 263 337 286 97 163 139 Arrive On Green 0.12 0.39 0.39 0.06 0.32 0.32 0.15 0.18 0.18 0.05 0.09 0.09 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 179 946 139 74 713 212 218 170 215 70 5 16 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 6.5 14.8 3.9 2.7 11.3 6.9 7.9 5.4 8.5 2.6 0.2 0.6 Cycle Q Clear(g_c), s 6.5 14.8 3.9 2.7 11.3 6.9 7.9 5.4 8.5 2.6 0.2 0.6 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 220 1368 612 100 1127 504 263 337 286 97 163 139 V/C Ratio(X) 0.81 0.69 0.23 0.74 0.63 0.42 0.83 0.50 0.75 0.72 0.03 0.12 Avail Cap(c_a), veh/h 248 1514 677 135 1288 576 296 749 636 245 695 591 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 28.1 16.9 13.6 30.6 19.2 17.7 27.3 24.3 25.6 30.7 27.5 27.7 Incr Delay (d2), s/veh 16.7 1.2 0.2 13.6 0.8 0.6 16.2 1.2 3.9 9.6 0.1 0.4 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 4.2 7.3 1.7 1.7 5.7 3.1 5.0 2.9 4.0 1.5 0.1 0.3 LnGrp Delay(d),s/veh 44.8 18.1 13.8 44.2 20.0 18.2 43.5 25.5 29.5 40.2 27.6 28.1 LnGrp LOS D B B D B B D C C D C C Approach Vol, veh/h 1264 999 603 91 Approach Delay, s/veh 21.4 21.4 33.5 37.4 Approach LOS C C C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.9 17.2 9.0 30.8 15.1 11.1 13.5 26.3 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 9.1 26.5 5.0 28.2 11.0 24.6 9.2 24.0 Max Q Clear Time (g_c+I1), s 4.6 10.5 4.7 16.8 9.9 2.6 8.5 13.3 Green Ext Time (p_c), s 0.0 1.4 0.0 8.1 0.1 1.6 0.0 7.7 Intersection Summary HCM 2010 Ctrl Delay 24.4 HCM 2010 LOS C Scenario 5: 2035 Plus Project - AM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 179 946 139 74 713 212 218 170 215 70 5 16 v/c Ratio 0.79 0.70 0.20 0.60 0.69 0.35 0.80 0.43 0.42 0.37 0.02 0.05 Control Delay 59.5 23.5 3.5 57.9 27.3 5.2 56.2 31.2 7.2 37.9 27.4 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.5 23.5 3.5 57.9 27.3 5.2 56.2 31.2 7.2 37.9 27.4 0.3 Queue Length 50th (ft) 82 191 0 34 146 0 100 74 0 31 2 0 Queue Length 95th (ft) #208 295 29 #104 228 47 #239 133 53 73 11 0 Internal Link Dist (ft) 5205 2504 1635 1102 Turn Bay Length (ft) 250 150 150 150 250 100 200 150 Base Capacity (vph) 227 1401 720 123 1184 670 271 688 720 224 639 645 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.79 0.68 0.19 0.60 0.60 0.32 0.80 0.25 0.30 0.31 0.01 0.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - AM Node 5: SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 889 96 314 767 0 151 0 634 367 128 200 Future Volume (veh/h) 0 889 96 314 767 0 151 0 634 367 128 200 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1863 1863 1863 0 1863 0 1863 1863 1863 1900 Adj Flow Rate, veh/h 0 966 104 341 834 0 164 0 689 399 139 217 Adj No. of Lanes 0 2 1 1 2 0 1 0 1 2 1 0 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, % 0 2 2 2 2 0 2 0 2 2 2 2 Cap, veh/h 0 1031 461 374 1935 0 186 0 0 486 145 227 Arrive On Green 0.00 0.29 0.29 0.21 0.55 0.00 0.10 0.00 0.00 0.14 0.22 0.22 Sat Flow, veh/h 0 3632 1583 1774 3632 0 1774 164 3442 657 1025 Grp Volume(v), veh/h 0 966 104 341 834 0 164 88.2 399 0 356 Grp Sat Flow(s),veh/h/ln 0 1770 1583 1774 1770 0 1774 F 1721 0 1682 Q Serve(g_s), s 0.0 31.7 5.9 22.4 16.7 0.0 10.9 13.4 0.0 24.9 Cycle Q Clear(g_c), s 0.0 31.7 5.9 22.4 16.7 0.0 10.9 13.4 0.0 24.9 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.61 Lane Grp Cap(c), veh/h 0 1031 461 374 1935 0 186 486 0 372 V/C Ratio(X) 0.00 0.94 0.23 0.91 0.43 0.00 0.88 0.82 0.00 0.96 Avail Cap(c_a), veh/h 0 1035 463 531 2251 0 186 1275 0 372 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 0.00 1.00 Uniform Delay (d), s/veh 0.0 41.2 32.1 46.0 16.0 0.0 52.7 49.8 0.0 45.9 Incr Delay (d2), s/veh 0.0 15.2 0.2 15.6 0.2 0.0 35.5 3.5 0.0 36.9 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 %ile BackOfQ(50%),veh/ln 0.0 17.6 2.6 12.6 8.1 0.0 7.2 6.6 0.0 15.4 LnGrp Delay(d),s/veh 0.0 56.4 32.3 61.6 16.2 0.0 88.2 53.3 0.0 82.8 LnGrp LOS E C E B F D F Approach Vol, veh/h 1070 1175 755 Approach Delay, s/veh 54.1 29.4 67.2 Approach LOS D C E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 3 4 5 6 8 Phs Duration (G+Y+Rc), s 21.5 30.5 40.0 17.8 31.0 70.5 Change Period (Y+Rc), s 4.6 5.3 5.3 5.3 4.6 5.3 Max Green Setting (Gmax), s 44.2 35.7 34.9 12.5 26.4 75.9 Max Q Clear Time (g_c+I1), s 15.4 24.4 33.7 12.9 26.9 18.7 Green Ext Time (p_c), s 1.4 0.8 1.0 0.0 0.0 19.5 Intersection Summary HCM 2010 Ctrl Delay 49.8 HCM 2010 LOS D Scenario 5: 2035 Plus Project - AM Node 5: SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBT EBR WBL WBT NBL NBR SBL SBT Lane Group Flow (vph) 966 104 341 834 164 689 399 356 v/c Ratio 1.02 0.21 0.70 0.40 0.96 1.06 0.34 0.92 Control Delay 80.3 8.1 51.3 15.5 118.6 77.4 33.1 73.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 80.3 8.1 51.3 15.5 118.6 77.4 33.1 73.1 Queue Length 50th (ft) ~452 1 259 192 140 ~437 128 257 Queue Length 95th (ft) #586 46 371 236 #285 #723 173 #442 Internal Link Dist (ft) 2549 1190 931 Turn Bay Length (ft) 100 400 100 160 Base Capacity (vph) 950 499 486 2066 170 653 1167 386 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.02 0.21 0.70 0.40 0.96 1.06 0.34 0.92 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario : 2035 Plus Project - M Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 65.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 144 59 31 148 10 26 494 23 27 399 37 Future Vol, veh/h 52 144 59 31 148 10 26 494 23 27 399 37 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - -- - - 285 - - 285 - - Veh in Median Storage, # - 0 -- 0 -- 0 -- 0 - Grade, %- 0 -- 0 -- 0 -- 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 57 157 64 34 161 11 28 537 25 29 434 40 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1205 1131 454 1229 1139 549 474 0 0 562 0 0 Stage 1 513 513 - 606 606 -- - -- - - Stage 2 692 618 - 623 533 -- - -- - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 -- - -- - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 -- - -- - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 161 203 606 155 201 535 1088 - - 1009 - - Stage 1 544 536 - 484 487 - - - -- - - Stage 2 434 481 - 474 525 -- - -- - - Platoon blocked, %- -- - Mov Cap-1 Maneuver ~ 44 192 606 43 190 535 1088 - - 1009 - - Mov Cap-2 Maneuver ~ 44 192 - 43 190 -- - -- - - Stage 1 530 521 - 472 474 -- - -- - - Stage 2 274 469 - 288 510 -- - -- - - Approach EB WB NB SB HCM Control Delay, s 82.7 $ 390.3 0.4 0.5 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1088 - - 240 124 1009 - - HCM Lane V/C Ratio 0.026 - - 0.919 1.657 0.029 - - HCM Control Delay (s) 8.4 - - 82.7$ 390.3 8.7 - - HCM Lane LOS A - - F F A - - HCM 95th %tile Q(veh) 0.1 - - 8 15.2 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 5: 2035 Plus Project - AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 224 93 166 130 141 175 41 1070 38 90 654 79 Future Volume (veh/h) 224 93 166 130 141 175 41 1070 38 90 654 79 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 243 101 180 141 153 190 45 1163 41 98 711 86 Adj No. of Lanes 1 1 1 1 1 1 1 3 0 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 270 405 344 175 305 259 68 1912 67 125 766 651 Arrive On Green 0.15 0.22 0.22 0.10 0.16 0.16 0.04 0.38 0.38 0.07 0.41 0.41 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 5044 178 1774 1863 1583 Grp Volume(v), veh/h 243 101 180 141 153 190 45 782 422 98 711 86 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1695 1831 1774 1863 1583 Q Serve(g_s), s 11.5 3.8 8.6 6.6 6.4 9.7 2.1 15.9 15.9 4.6 31.0 2.9 Cycle Q Clear(g_c), s 11.5 3.8 8.6 6.6 6.4 9.7 2.1 15.9 15.9 4.6 31.0 2.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.10 1.00 1.00 Lane Grp Cap(c), veh/h 270 405 344 175 305 259 68 1285 694 125 766 651 V/C Ratio(X) 0.90 0.25 0.52 0.81 0.50 0.73 0.66 0.61 0.61 0.78 0.93 0.13 Avail Cap(c_a), veh/h 270 611 519 229 567 482 104 1285 694 187 786 668 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 35.5 27.6 29.5 37.7 32.5 33.9 40.5 21.4 21.4 39.0 23.9 15.6 Incr Delay (d2), s/veh 30.1 0.3 1.2 14.7 1.3 4.0 10.4 0.8 1.5 11.7 17.0 0.1 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 7.9 2.0 3.9 4.0 3.4 4.5 1.2 7.5 8.3 2.7 19.4 1.3 LnGrp Delay(d),s/veh 65.6 27.9 30.7 52.4 33.8 37.9 50.9 22.2 22.9 50.7 40.9 15.7 LnGrp LOS E C C D C D D C C D D B Approach Vol, veh/h 524 484 1249 895 Approach Delay, s/veh 46.4 40.8 23.5 39.6 Approach LOS D D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 37.3 13.4 23.6 8.3 40.1 18.0 19.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 9.0 32.0 11.0 28.0 5.0 36.0 13.0 26.0 Max Q Clear Time (g_c+I1), s 6.6 17.9 8.6 10.6 4.1 33.0 13.5 11.7 Green Ext Time (p_c), s 0.0 9.9 0.1 2.4 0.0 2.1 0.0 2.2 Intersection Summary HCM 2010 Ctrl Delay 34.5 HCM 2010 LOS C Scenario 5: 2035 Plus Project - AM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 243 101 180 141 153 190 45 1204 98 711 86 v/c Ratio 0.87 0.30 0.41 0.64 0.55 0.54 0.42 0.62 0.55 0.86 0.11 Control Delay 67.2 33.1 8.1 50.9 41.4 16.8 53.0 23.8 49.7 35.8 1.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.2 33.1 8.1 50.9 41.4 16.8 53.0 23.8 49.7 35.8 1.5 Queue Length 50th (ft) 132 49 0 74 79 25 24 193 51 354 0 Queue Length 95th (ft) #292 94 52 #161 138 86 #67 267 #115 #641 11 Internal Link Dist (ft) 1394 4367 628 3450 Turn Bay Length (ft) 300 150 250 250 300 250 150 Base Capacity (vph) 279 634 657 236 589 595 107 2028 193 826 774 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.87 0.16 0.27 0.60 0.26 0.32 0.42 0.59 0.51 0.86 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 155 23 285 11 5 289 86 602 17 110 306 78 Future Volume (veh/h) 155 23 285 11 5 289 86 602 17 110 306 78 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 168 25 310 12 5 314 93 654 18 120 333 85 Adj No. of Lanes 1 1 1 1 1 1 1 2 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 207 644 547 26 454 386 119 961 430 131 518 440 Arrive On Green 0.12 0.35 0.35 0.01 0.24 0.24 0.07 0.27 0.27 0.07 0.28 0.28 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 3539 1583 1774 1863 1583 Grp Volume(v), veh/h 168 25 310 12 5 314 93 654 18 120 333 85 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1863 1583 Q Serve(g_s), s 6.3 0.6 10.8 0.5 0.1 12.7 3.5 11.2 0.6 4.6 10.7 2.8 Cycle Q Clear(g_c), s 6.3 0.6 10.8 0.5 0.1 12.7 3.5 11.2 0.6 4.6 10.7 2.8 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 207 644 547 26 454 386 119 961 430 131 518 440 V/C Ratio(X) 0.81 0.04 0.57 0.45 0.01 0.81 0.78 0.68 0.04 0.92 0.64 0.19 Avail Cap(c_a), veh/h 209 795 676 131 713 606 131 1354 606 131 713 606 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 29.3 14.7 18.1 33.2 19.5 24.2 31.2 22.1 18.2 31.3 21.6 18.7 Incr Delay (d2), s/veh 20.8 0.0 0.9 11.6 0.0 4.7 24.0 0.9 0.0 54.8 1.3 0.2 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 4.3 0.3 4.8 0.3 0.1 6.0 2.5 5.6 0.3 4.2 5.7 1.2 LnGrp Delay(d),s/veh 50.1 14.8 19.0 44.8 19.5 28.9 55.2 23.0 18.3 86.0 22.9 18.9 LnGrp LOS D B B D B C E C B F C B Approach Vol, veh/h 503 331 765 538 Approach Delay, s/veh 29.2 29.4 26.8 36.4 Approach LOS C C C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 23.4 6.0 28.5 9.6 23.9 12.9 21.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 5.0 26.0 5.0 29.0 5.0 26.0 8.0 26.0 Max Q Clear Time (g_c+I1), s 6.6 13.2 2.5 12.8 5.5 12.7 8.3 14.7 Green Ext Time (p_c), s 0.0 5.2 0.0 2.1 0.0 5.3 0.0 1.9 Intersection Summary HCM 2010 Ctrl Delay 30.2 HCM 2010 LOS C Scenario 5: 2035 Plus Project - AM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 168 25 310 12 5 314 93 654 18 120 333 85 v/c Ratio 0.72 0.04 0.40 0.08 0.02 0.71 0.64 0.65 0.03 0.82 0.63 0.15 Control Delay 49.5 16.4 4.5 32.7 22.0 18.3 54.0 23.2 0.1 75.4 25.9 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.5 16.4 4.5 32.7 22.0 18.3 54.0 23.2 0.1 75.4 25.9 1.0 Queue Length 50th (ft) 59 5 0 4 2 34 33 108 0 44 104 0 Queue Length 95th (ft) #197 26 56 22 10 118 #128 187 0 #166 209 5 Internal Link Dist (ft) 1888 2509 3086 1727 Turn Bay Length (ft) 200 200 200 250 185 250 150 Base Capacity (vph) 234 894 921 146 801 801 146 1523 769 146 801 769 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.03 0.34 0.08 0.01 0.39 0.64 0.43 0.02 0.82 0.42 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - AM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 46 15 529 524 4 Future Vol, veh/h 0 46 15 529 524 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 50 16 575 570 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 572 574 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 520 999 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 520 999 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 12.7 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 999 - 520 - - HCM Lane V/C Ratio 0.016 - 0.096 - - HCM Control Delay (s) 8.7 - 12.7 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.1 - 0.3 - - Scenario 5: 2035 Plus Project - AM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 519 522 15 41 5 Future Vol, veh/h 1 519 522 15 41 5 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 1 564 567 16 45 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 584 0 - 0 1142 576 Stage 1 - - - - 576 - Stage 2 - - - - 566 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 991 - - - 222 517 Stage 1 - - - - 562 - Stage 2 - - - - 568 - Platoon blocked, % - - - Mov Cap-1 Maneuver 991 - - - 222 517 Mov Cap-2 Maneuver - - - - 222 - Stage 1 - - - - 562 - Stage 2 - - - - 567 - Approach EB WB SB HCM Control Delay, s 0 0 24.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 991 - - - 237 HCM Lane V/C Ratio 0.001 - - - 0.211 HCM Control Delay (s) 8.6 0 - - 24.2 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0 - - - 0.8 Scenario 5: 2035 Plus Project - AM Node 11: Veterans/Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 216 276 145 168 322 312 225 824 353 191 484 73 Future Volume (veh/h) 216 276 145 168 322 312 225 824 353 191 484 73 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 235 300 158 183 350 339 245 896 384 208 526 79 Adj No. of Lanes 2 2 1 2 2 1 1 3 1 2 3 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 288 929 415 243 882 395 279 1940 604 284 1560 486 Arrive On Green 0.08 0.26 0.26 0.07 0.25 0.25 0.16 0.38 0.38 0.08 0.31 0.31 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 1774 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 235 300 158 183 350 339 245 896 384 208 526 79 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1774 1695 1583 1721 1695 1583 Q Serve(g_s), s 7.5 7.6 9.1 5.8 9.2 22.7 15.0 14.7 22.0 6.6 8.9 4.0 Cycle Q Clear(g_c), s 7.5 7.6 9.1 5.8 9.2 22.7 15.0 14.7 22.0 6.6 8.9 4.0 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 288 929 415 243 882 395 279 1940 604 284 1560 486 V/C Ratio(X) 0.82 0.32 0.38 0.75 0.40 0.86 0.88 0.46 0.64 0.73 0.34 0.16 Avail Cap(c_a), veh/h 288 999 447 275 987 441 447 1940 604 960 1560 486 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 50.1 33.1 33.6 50.7 34.8 39.9 45.8 25.8 28.1 49.8 29.8 28.1 Incr Delay (d2), s/veh 16.5 0.2 0.6 9.9 0.3 14.4 11.3 0.2 2.2 3.6 0.6 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 4.2 3.7 4.0 3.1 4.5 11.5 8.2 6.9 9.9 3.3 4.2 1.9 LnGrp Delay(d),s/veh 66.6 33.3 34.2 60.6 35.1 54.3 57.1 26.0 30.3 53.5 30.4 28.8 LnGrp LOS E C C E D D E C C D C C Approach Vol, veh/h 693 872 1525 813 Approach Delay, s/veh 44.8 47.9 32.1 36.1 Approach LOS D D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.2 48.4 13.1 34.5 23.5 40.1 14.6 33.0 Change Period (Y+Rc), s 6.0 6.0 5.3 5.3 6.0 6.0 5.3 5.3 Max Green Setting (Gmax), s 31.0 31.1 8.9 31.4 28.0 34.1 9.3 31.0 Max Q Clear Time (g_c+I1), s 8.6 24.0 7.8 11.1 17.0 10.9 9.5 24.7 Green Ext Time (p_c), s 0.6 5.0 0.1 5.6 0.5 11.3 0.0 3.0 Intersection Summary HCM 2010 Ctrl Delay 38.7 HCM 2010 LOS D Scenario 5: 2035 Plus Project - AM Node 11: Veterans/Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 235 300 158 183 350 339 245 896 384 208 526 79 v/c Ratio 0.75 0.50 0.40 0.62 0.61 0.63 0.74 0.43 0.46 0.53 0.31 0.13 Control Delay 62.9 42.4 9.3 57.4 45.2 10.0 53.4 23.2 6.9 49.3 27.4 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.9 42.4 9.3 57.4 45.2 10.0 53.4 23.2 6.9 49.3 27.4 2.2 Queue Length 50th (ft) 77 94 0 59 112 0 151 148 27 66 91 0 Queue Length 95th (ft) #164 149 56 #118 173 81 252 220 109 114 149 14 Internal Link Dist (ft) 1650 2522 1657 2460 Turn Bay Length (ft) 300 150 300 250 250 150 250 150 Base Capacity (vph) 314 1092 598 300 1078 718 487 2084 834 1046 1705 609 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.75 0.27 0.26 0.61 0.32 0.47 0.50 0.43 0.46 0.20 0.31 0.13 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 1: Garfield & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 42 391 3 6 354 30 3 3 6 17 9 44 Future Vol, veh/h 42 391 3 6 354 30 3 3 6 17 9 44 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 46 425 3 7 385 33 3 3 7 18 10 48 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 417 0 0 428 0 0 961 948 427 937 934 401 Stage 1 - - - - - - 518 518 - 414 414 - Stage 2 - - - - - - 443 430 - 523 520 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1142 - - 1131 - - 236 261 628 245 266 649 Stage 1 - - - - - - 541 533 - 616 593 - Stage 2 - - - - - - 594 583 - 537 532 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1142 - - 1131 - - 202 245 628 229 250 649 Mov Cap-2 Maneuver - - - - - - 202 245 - 229 250 - Stage 1 - - - - - - 512 505 - 583 588 - Stage 2 - - - - - - 537 578 - 500 504 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.1 16.5 16.3 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 327 1142 - - 1131 - - 393 HCM Lane V/C Ratio 0.04 0.04 - - 0.006 - - 0.194 HCM Control Delay (s) 16.5 8.3 0 - 8.2 0 - 16.3 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - - 0.7 Scenario : 2035 Project - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 94 368 116 54 401 159 27 186 78 167 244 80 Future Volume (veh/h) 94 368 116 54 401 159 27 186 78 167 244 80 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 102 400 126 59 436 173 29 202 85 182 265 87 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 128 511 161 76 440 175 51 300 126 197 435 143 Arrive On Green 0.07 0.38 0.38 0.04 0.35 0.35 0.03 0.24 0.24 0.11 0.32 0.32 Sat Flow, veh/h 1774 1359 428 1774 1270 504 1774 1246 524 1774 1344 441 Grp Volume(v), veh/h 102 0 526 59 0 609 29 0 287 182 0 352 Grp Sat Flow(s),veh/h/ln 1774 0 1787 1774 0 1774 1774 0 1770 1774 0 1785 Q Serve(g_s), s 5.1 0.0 23.4 3.0 0.0 30.7 1.5 0.0 13.2 9.1 0.0 15.0 Cycle Q Clear(g_c), s 5.1 0.0 23.4 3.0 0.0 30.7 1.5 0.0 13.2 9.1 0.0 15.0 Prop In Lane 1.00 0.24 1.00 0.28 1.00 0.30 1.00 0.25 Lane Grp Cap(c), veh/h 128 0 672 76 0 615 51 0 427 197 0 578 V/C Ratio(X)0.80 0.00 0.78 0.78 0.00 0.99 0.57 0.00 0.67 0.92 0.00 0.61 Avail Cap(c_a), veh/h 128 0 672 104 0 615 99 0 427 197 0 578 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 41.1 0.0 24.8 42.6 0.0 29.3 43.2 0.0 30.9 39.6 0.0 25.6 Incr Delay (d2), s/veh 28.5 0.0 6.0 21.5 0.0 33.7 9.7 0.0 8.2 43.0 0.0 4.7 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 3.5 0.0 12.7 1.9 0.0 20.8 0.8 0.0 7.4 6.9 0.0 8.1 LnGrp Delay(d),s/veh 69.6 0.0 30.8 64.1 0.0 63.0 52.8 0.0 39.1 82.7 0.0 30.4 LnGrp LOS E C E E D D F C Approach Vol, veh/h 628 668 316 534 Approach Delay, s/veh 37.1 63.1 40.4 48.2 Approach LOS D E D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 26.7 9.2 39.1 7.6 34.1 11.8 36.5 Change Period (Y+Rc), s 5.0 5.0 5.3 5.3 5.0 5.0 5.3 5.3 Max Green Setting (Gmax), s 10.0 21.7 5.3 32.4 5.0 26.7 6.5 31.2 Max Q Clear Time (g_c+I1), s 11.1 15.2 5.0 25.4 3.5 17.0 7.1 32.7 Green Ext Time (p_c), s 0.0 2.0 0.0 3.8 0.0 2.6 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 48.4 HCM 2010 LOS D Scenario : 2035 Project - PM Node 2: Grantland & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 102 526 59 609 29 287 182 352 v/c Ratio 0.80 0.75 0.57 0.97 0.30 0.64 0.92 0.53 Control Delay 82.8 32.5 63.1 58.5 48.9 35.7 89.2 26.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 82.8 32.5 63.1 58.5 48.9 35.7 89.2 26.1 Queue Length 50th (ft) 58 256 33 324 16 136 104 135 Queue Length 95th (ft) #146 #422 #87 #547 44 222 #229 258 Internal Link Dist (ft)2600 870 5791 1839 Turn Bay Length (ft) 300 300 150 150 Base Capacity (vph) 128 697 104 635 98 448 197 666 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.75 0.57 0.96 0.30 0.64 0.92 0.53 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 113 603 141 220 641 245 156 380 172 160 613 60 Future Volume (veh/h) 113 603 141 220 641 245 156 380 172 160 613 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 123 655 153 239 697 266 170 413 187 174 666 65 Adj No. of Lanes 1 2 1 1 2 1 1 2 1 1 2 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 155 912 408 249 1101 493 164 859 384 185 901 403 Arrive On Green 0.09 0.26 0.26 0.14 0.31 0.31 0.09 0.24 0.24 0.10 0.25 0.25 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 123 655 153 239 697 266 170 413 187 174 666 65 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 5.7 14.0 6.6 11.1 14.1 11.6 7.7 8.3 8.4 8.1 14.4 2.7 Cycle Q Clear(g_c), s 5.7 14.0 6.6 11.1 14.1 11.6 7.7 8.3 8.4 8.1 14.4 2.7 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 155 912 408 249 1101 493 164 859 384 185 901 403 V/C Ratio(X) 0.80 0.72 0.37 0.96 0.63 0.54 1.04 0.48 0.49 0.94 0.74 0.16 Avail Cap(c_a), veh/h 198 1020 456 249 1122 502 164 1037 464 185 1080 483 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 37.3 28.1 25.4 35.5 24.6 23.7 37.8 27.0 27.1 37.0 28.5 24.1 Incr Delay (d2), s/veh 15.7 2.2 0.6 45.5 1.1 1.1 80.1 0.4 1.0 48.6 2.2 0.2 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 3.4 7.1 2.9 8.6 7.0 5.2 7.4 4.1 3.8 6.5 7.3 1.2 LnGrp Delay(d),s/veh 53.0 30.3 26.0 81.0 25.7 24.9 118.1 27.5 28.0 85.6 30.7 24.3 LnGrp LOS D C C F C C F C C F C C Approach Vol, veh/h 931 1202 770 905 Approach Delay, s/veh 32.6 36.5 47.6 40.8 Approach LOS C D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 25.5 17.0 26.8 13.0 26.5 12.6 31.2 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 8.7 24.4 11.7 24.0 7.7 25.4 9.3 26.4 Max Q Clear Time (g_c+I1), s 10.1 10.4 13.1 16.0 9.7 16.4 7.7 16.1 Green Ext Time (p_c), s 0.0 6.4 0.0 5.4 0.0 4.8 0.0 6.6 Intersection Summary HCM 2010 Ctrl Delay 38.8 HCM 2010 LOS D Scenario 5: 2035 Plus Project - PM Node 3: Bryan & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 123 655 153 239 697 266 170 413 187 174 666 65 v/c Ratio 0.65 0.75 0.30 0.94 0.70 0.42 1.02 0.48 0.36 0.92 0.74 0.13 Control Delay 54.4 34.9 6.2 82.5 31.0 5.5 116.5 29.0 6.3 89.1 34.1 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.4 34.9 6.2 82.5 31.0 5.5 116.5 29.0 6.3 89.1 34.1 0.5 Queue Length 50th (ft) 64 165 0 128 171 0 ~100 98 0 94 170 0 Queue Length 95th (ft) #147 237 44 #293 244 55 #238 145 49 #232 236 0 Internal Link Dist (ft) 2522 5205 1786 1253 Turn Bay Length (ft) 250 150 250 150 265 150 250 150 Base Capacity (vph) 202 1044 577 254 1148 693 167 1061 605 189 1105 601 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.61 0.63 0.27 0.94 0.61 0.38 1.02 0.39 0.31 0.92 0.60 0.11 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 716 123 238 931 135 91 19 320 124 58 71 Future Volume (veh/h) 104 716 123 238 931 135 91 19 320 124 58 71 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 113 778 134 259 1012 147 99 21 348 135 63 77 Adj No. of Lanes 1 2 1 1 2 1 1 1 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 139 960 429 269 1219 546 124 457 388 151 485 412 Arrive On Green 0.08 0.27 0.27 0.15 0.34 0.34 0.07 0.25 0.25 0.09 0.26 0.26 Sat Flow, veh/h 1774 3539 1583 1774 3539 1583 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 113 778 134 259 1012 147 99 21 348 135 63 77 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1583 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 5.4 17.6 5.8 12.4 22.5 5.8 4.7 0.7 18.2 6.5 2.2 3.2 Cycle Q Clear(g_c), s 5.4 17.6 5.8 12.4 22.5 5.8 4.7 0.7 18.2 6.5 2.2 3.2 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 139 960 429 269 1219 546 124 457 388 151 485 412 V/C Ratio(X) 0.82 0.81 0.31 0.96 0.83 0.27 0.80 0.05 0.90 0.89 0.13 0.19 Avail Cap(c_a), veh/h 139 990 443 269 1250 559 124 532 452 151 560 476 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 39.0 29.2 24.9 36.2 25.8 20.3 39.3 24.7 31.3 38.9 24.3 24.7 Incr Delay (d2), s/veh 30.1 5.0 0.4 44.8 4.8 0.3 29.6 0.0 18.3 43.9 0.1 0.2 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 3.8 9.2 2.6 9.4 11.8 2.5 3.3 0.4 9.9 5.0 1.2 1.4 LnGrp Delay(d),s/veh 69.0 34.3 25.3 81.0 30.6 20.6 68.9 24.8 49.7 82.8 24.4 24.9 LnGrp LOS E C C F C C E C D F C C Approach Vol, veh/h 1025 1418 468 275 Approach Delay, s/veh 36.9 38.7 52.6 53.2 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.6 26.4 18.3 28.6 11.3 27.7 12.0 34.9 Change Period (Y+Rc), s 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Max Green Setting (Gmax), s 7.3 24.5 13.0 24.0 6.0 25.8 6.7 30.3 Max Q Clear Time (g_c+I1), s 8.5 20.2 14.4 19.6 6.7 5.2 7.4 24.5 Green Ext Time (p_c), s 0.0 0.8 0.0 3.6 0.0 1.8 0.0 4.7 Intersection Summary HCM 2010 Ctrl Delay 41.4 HCM 2010 LOS D Scenario 5: 2035 Plus Project - PM Node 4: Hayes & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 113 778 134 259 1012 147 99 21 348 135 63 77 v/c Ratio 0.71 0.77 0.22 0.83 0.77 0.21 0.69 0.07 0.76 0.78 0.20 0.17 Control Delay 61.7 31.1 1.1 57.0 26.3 4.0 63.3 27.1 20.6 66.5 27.9 0.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.7 31.1 1.1 57.0 26.3 4.0 63.3 27.1 20.6 66.5 27.9 0.8 Queue Length 50th (ft) 53 167 0 119 206 0 46 9 40 63 26 0 Queue Length 95th (ft) #156 278 4 #294 344 35 #143 27 126 #183 57 0 Internal Link Dist (ft) 5205 2504 1635 1102 Turn Bay Length (ft) 250 150 150 150 250 100 200 150 Base Capacity (vph) 160 1148 663 311 1450 740 143 617 694 174 649 696 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.71 0.68 0.20 0.83 0.70 0.20 0.69 0.03 0.50 0.78 0.10 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 5: Polk/SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 699 115 349 827 0 181 0 552 431 233 165 Future Volume (veh/h) 0 699 115 349 827 0 181 0 552 431 233 165 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1863 1863 1863 0 1863 0 1863 1863 1863 1900 Adj Flow Rate, veh/h 0 760 125 379 899 0 197 0 600 468 253 179 Adj No. of Lanes 0 2 1 1 2 0 1 0 1 2 1 0 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, % 0 2 2 2 2 0 2 0 2 2 2 2 Cap, veh/h 0 767 343 384 1711 0 207 0 0 501 254 180 Arrive On Green 0.00 0.22 0.22 0.22 0.48 0.00 0.12 0.00 0.00 0.15 0.25 0.25 Sat Flow, veh/h 0 3632 1583 1774 3632 0 1774 197 3442 1017 719 Grp Volume(v), veh/h 0 760 125 379 899 0 197 88.3 468 0 432 Grp Sat Flow(s),veh/h/ln 0 1770 1583 1774 1770 0 1774 F 1721 0 1736 Q Serve(g_s), s 0.0 19.3 6.0 19.2 15.8 0.0 9.9 12.1 0.0 22.4 Cycle Q Clear(g_c), s 0.0 19.3 6.0 19.2 15.8 0.0 9.9 12.1 0.0 22.4 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.41 Lane Grp Cap(c), veh/h 0 767 343 384 1711 0 207 501 0 434 V/C Ratio(X) 0.00 0.99 0.36 0.99 0.53 0.00 0.95 0.93 0.00 1.00 Avail Cap(c_a), veh/h 0 767 343 384 1711 0 207 501 0 434 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 0.00 1.00 Uniform Delay (d), s/veh 0.0 35.2 30.0 35.1 16.1 0.0 39.5 38.0 0.0 33.7 Incr Delay (d2), s/veh 0.0 30.2 0.6 42.0 0.3 0.0 48.8 24.9 0.0 42.0 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 12.6 2.7 13.9 7.7 0.0 7.7 7.5 0.0 15.7 LnGrp Delay(d),s/veh 0.0 65.4 30.6 77.2 16.4 0.0 88.3 62.9 0.0 75.7 LnGrp LOS E C E B F E E Approach Vol, veh/h 885 1278 900 Approach Delay, s/veh 60.4 34.4 69.0 Approach LOS E C E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 3 4 5 6 8 Phs Duration (G+Y+Rc), s 17.6 24.0 24.0 15.0 27.0 48.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 13.1 19.5 19.5 10.5 22.5 43.5 Max Q Clear Time (g_c+I1), s 14.1 21.2 21.3 11.9 24.4 17.8 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 12.9 Intersection Summary HCM 2010 Ctrl Delay 54.3 HCM 2010 LOS D Scenario 5: 2035 Plus Project - PM Node 5: Polk/SR 99 Off Ramp & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBT EBR WBL WBT NBL NBR SBL SBT Lane Group Flow (vph) 760 125 379 899 197 600 468 432 v/c Ratio 0.99 0.28 0.98 0.52 0.95 0.75 0.93 0.94 Control Delay 65.9 7.4 79.3 17.3 93.2 23.1 65.9 61.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.9 7.4 79.3 17.3 93.2 23.1 65.9 61.7 Queue Length 50th (ft) 228 0 216 178 113 232 137 222 Queue Length 95th (ft) #351 43 #397 233 #246 373 #230 #404 Internal Link Dist (ft) 2549 1190 931 Turn Bay Length (ft) 100 400 100 160 Base Capacity (vph) 770 444 385 1719 207 805 502 467 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.99 0.28 0.98 0.52 0.95 0.75 0.93 0.93 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 91.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 28 136 15 15 292 15 34 390 19 27 437 23 Future Vol, veh/h 28 136 15 15 292 15 34 390 19 27 437 23 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 285 - - 285 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 30 148 16 16 317 16 37 424 21 29 475 25 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1221 1064 488 1136 1067 434 500 0 0 445 0 0 Stage 1 546 546 - 508 508 - - - - - - - Stage 2 675 518 - 628 559 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 157 223 580 179 ~ 222 622 1064 - - 1115 - - Stage 1 522 518 - 547 539 - - - - - - - Stage 2 444 533 - 471 511 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver - 210 580 72 ~ 209 622 1064 - - 1115 - - Mov Cap-2 Maneuver - 210 - 72 ~ 209 - - - - - - - Stage 1 504 505 - 528 520 - - - - - - - Stage 2 163 514 - 315 498 - - - - - - - Approach EB WB NB SB HCM Control Delay, s $ 406.4 0.7 0.5 HCM LOS - F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1064 - - - 198 1115 - - HCM Lane V/C Ratio 0.035 - - - 1.768 0.026 - - HCM Control Delay (s) 8.5 - - -$ 406.4 8.3 - - HCM Lane LOS A - - - F A - - HCM 95th %tile Q(veh) 0.1 - - - 24.4 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario : 2035 Project - PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 93 112 39 89 99 151 893 124 193 910 213 Future Volume (veh/h) 107 93 112 39 89 99 151 893 124 193 910 213 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 116 101 122 42 97 108 164 971 135 210 989 232 Adj No. of Lanes 1 1 1 1 1 1 1 3 0 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 133 259 220 56 178 152 190 2383 331 241 1036 881 Arrive On Green 0.07 0.14 0.14 0.03 0.10 0.10 0.11 0.53 0.53 0.14 0.56 0.56 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 4516 626 1774 1863 1583 Grp Volume(v), veh/h 116 101 122 42 97 108 164 728 378 210 989 232 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1695 1752 1774 1863 1583 Q Serve(g_s), s 7.8 5.9 8.7 2.8 6.0 8.0 11.0 15.6 15.6 14.0 60.5 9.2 Cycle Q Clear(g_c), s 7.8 5.9 8.7 2.8 6.0 8.0 11.0 15.6 15.6 14.0 60.5 9.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.36 1.00 1.00 Lane Grp Cap(c), veh/h 133 259 220 56 178 152 190 1789 925 241 1036 881 V/C Ratio(X)0.88 0.39 0.55 0.76 0.54 0.71 0.86 0.41 0.41 0.87 0.95 0.26 Avail Cap(c_a), veh/h 133 417 355 118 402 342 191 1789 925 383 1113 946 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 55.2 47.2 48.4 57.9 52.0 52.9 52.9 17.1 17.1 51.0 25.3 13.9 Incr Delay (d2), s/veh 43.3 1.0 2.2 18.5 2.6 6.1 30.8 0.1 0.3 12.3 16.6 0.2 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 5.4 3.1 3.9 1.7 3.2 3.7 7.0 7.3 7.6 7.7 35.5 4.1 LnGrp Delay(d),s/veh 98.5 48.2 50.5 76.4 54.5 58.9 83.8 17.3 17.4 63.3 41.8 14.0 LnGrp LOS F D D E D E F B B E D B Approach Vol, veh/h 339 247 1270 1431 Approach Delay, s/veh 66.2 60.2 25.9 40.5 Approach LOS E E C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.4 68.6 8.8 21.8 17.9 72.0 14.0 16.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 26.0 59.0 8.0 27.0 13.0 72.0 9.0 26.0 Max Q Clear Time (g_c+I1), s 16.0 17.6 4.8 10.7 13.0 62.5 9.8 10.0 Green Ext Time (p_c), s 0.4 24.3 0.0 1.6 0.0 4.5 0.0 1.6 Intersection Summary HCM 2010 Ctrl Delay 39.0 HCM 2010 LOS D Scenario : 2035 Project - PM Node 7: Grantland & Ashlan Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 116 101 122 42 97 108 164 1106 210 989 232 v/c Ratio 0.92 0.44 0.39 0.41 0.55 0.40 0.90 0.43 0.76 0.93 0.25 Control Delay 119.3 58.7 10.8 70.2 66.5 9.3 100.8 19.9 68.3 40.9 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 119.3 58.7 10.8 70.2 66.5 9.3 100.8 19.9 68.3 40.9 8.8 Queue Length 50th (ft) 96 79 0 33 77 0 134 193 165 700 50 Queue Length 95th (ft) #223 138 49 75 135 36 #281 273 249 #1092 103 Internal Link Dist (ft)1394 4367 628 3450 Turn Bay Length (ft) 300 150 250 250 300 250 150 Base Capacity (vph) 126 399 443 112 385 431 182 2601 365 1065 945 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.92 0.25 0.28 0.38 0.25 0.25 0.90 0.43 0.58 0.93 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 36 31 6 5 126 140 410 8 148 500 125 Future Volume (veh/h) 120 36 31 6 5 126 140 410 8 148 500 125 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 130 39 34 7 5 137 152 446 9 161 543 136 Adj No. of Lanes 1 1 1 1 1 1 1 2 1 1 1 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 165 383 325 16 227 193 191 1279 572 203 685 583 Arrive On Green 0.09 0.21 0.21 0.01 0.12 0.12 0.11 0.36 0.36 0.11 0.37 0.37 Sat Flow, veh/h 1774 1863 1583 1774 1863 1583 1774 3539 1583 1774 1863 1583 Grp Volume(v), veh/h 130 39 34 7 5 137 152 446 9 161 543 136 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 1863 1583 1774 1770 1583 1774 1863 1583 Q Serve(g_s), s 4.6 1.1 1.1 0.3 0.2 5.4 5.4 5.9 0.2 5.7 16.8 3.8 Cycle Q Clear(g_c), s 4.6 1.1 1.1 0.3 0.2 5.4 5.4 5.9 0.2 5.7 16.8 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 165 383 325 16 227 193 191 1279 572 203 685 583 V/C Ratio(X) 0.79 0.10 0.10 0.43 0.02 0.71 0.79 0.35 0.02 0.79 0.79 0.23 Avail Cap(c_a), veh/h 192 750 637 137 692 588 247 1534 686 302 865 735 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 28.7 20.8 20.8 31.8 25.0 27.3 28.1 15.1 13.2 27.9 18.2 14.1 Incr Delay (d2), s/veh 17.0 0.1 0.1 17.1 0.0 4.8 12.6 0.2 0.0 8.3 4.0 0.2 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 3.1 0.6 0.5 0.2 0.1 2.6 3.3 2.9 0.1 3.2 9.4 1.7 LnGrp Delay(d),s/veh 45.7 20.9 21.0 48.9 25.0 32.1 40.8 15.2 13.3 36.2 22.2 14.3 LnGrp LOS D C C D C C D B B D C B Approach Vol, veh/h 203 149 607 840 Approach Delay, s/veh 36.8 32.6 21.6 23.6 Approach LOS D C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.4 28.3 5.6 18.3 12.0 28.8 11.0 12.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 11.0 28.0 5.0 26.0 9.0 30.0 7.0 24.0 Max Q Clear Time (g_c+I1), s 7.7 7.9 2.3 3.1 7.4 18.8 6.6 7.4 Green Ext Time (p_c), s 0.1 6.7 0.0 0.7 0.1 5.0 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 25.2 HCM 2010 LOS C Scenario 5: 2035 Plus Project - PM Node 8: Grantland & Bullard Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 130 39 34 7 5 137 152 446 9 161 543 136 v/c Ratio 0.71 0.08 0.07 0.05 0.03 0.48 0.65 0.36 0.01 0.61 0.78 0.20 Control Delay 55.9 24.0 0.3 33.3 29.6 11.7 45.4 17.4 0.0 39.4 28.1 3.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.9 24.0 0.3 33.3 29.6 11.7 45.4 17.4 0.0 39.4 28.1 3.4 Queue Length 50th (ft) 54 13 0 3 2 0 62 70 0 64 190 0 Queue Length 95th (ft) #151 42 0 15 11 44 #158 114 0 #147 330 28 Internal Link Dist (ft) 1888 2509 3086 1727 Turn Bay Length (ft) 200 200 200 250 185 250 150 Base Capacity (vph) 182 713 695 130 658 653 234 1459 738 286 823 780 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.71 0.05 0.05 0.05 0.01 0.21 0.65 0.31 0.01 0.56 0.66 0.17 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5: 2035 Plus Project - PM Node 9: Grantland & Access Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 30 41 398 469 11 Future Vol, veh/h 0 30 41 398 469 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 0 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 33 45 433 510 12 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 516 522 0 - 0 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 6.22 4.12 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.318 2.218 - - - Pot Cap-1 Maneuver 0 559 1044 - - - Stage 1 0 - - - - - Stage 2 0 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver - 559 1044 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB NB SB HCM Control Delay, s 11.8 0.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1044 - 559 - - HCM Lane V/C Ratio 0.043 - 0.058 - - HCM Control Delay (s) 8.6 - 11.8 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.1 - 0.2 - - Scenario 5: 2035 Plus Project - PM Node 10: Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 TWSC Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 6 540 533 46 28 2 Future Vol, veh/h 6 540 533 46 28 2 Conflicting Peds, #/hr 0 0 0 0 0 0 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, % 2 2 2 2 2 2 Mvmt Flow 7 587 579 50 30 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 629 0 - 0 1204 604 Stage 1 - - - - 604 - Stage 2 - - - - 600 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 953 - - - 203 498 Stage 1 - - - - 546 - Stage 2 - - - - 548 - Platoon blocked, % - - - Mov Cap-1 Maneuver 953 - - - 201 498 Mov Cap-2 Maneuver - - - - 201 - Stage 1 - - - - 546 - Stage 2 - - - - 542 - Approach EB WB SB HCM Control Delay, s 0.1 0 25.4 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 953 - - - 209 HCM Lane V/C Ratio 0.007 - - - 0.156 HCM Control Delay (s) 8.8 0 - - 25.4 HCM Lane LOS A A - - D HCM 95th %tile Q(veh) 0 - - - 0.5 Scenario 5: 2035 Plus Project - PM Node 11: Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 228 231 322 377 175 266 205 447 337 397 643 231 Future Volume (veh/h) 228 231 322 377 175 266 205 447 337 397 643 231 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 1863 Adj Flow Rate, veh/h 248 251 350 410 190 289 223 486 366 432 699 251 Adj No. of Lanes 2 2 1 2 2 1 1 3 1 2 3 1 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 301 818 366 331 850 380 264 1440 448 545 1489 464 Arrive On Green 0.09 0.23 0.23 0.10 0.24 0.24 0.15 0.28 0.28 0.16 0.29 0.29 Sat Flow, veh/h 3442 3539 1583 3442 3539 1583 1774 5085 1583 3442 5085 1583 Grp Volume(v), veh/h 248 251 350 410 190 289 223 486 366 432 699 251 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1721 1770 1583 1774 1695 1583 1721 1695 1583 Q Serve(g_s), s 5.5 4.6 17.0 7.5 3.4 13.2 9.5 5.9 16.8 9.4 8.8 10.4 Cycle Q Clear(g_c), s 5.5 4.6 17.0 7.5 3.4 13.2 9.5 5.9 16.8 9.4 8.8 10.4 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 301 818 366 331 850 380 264 1440 448 545 1489 464 V/C Ratio(X) 0.83 0.31 0.96 1.24 0.22 0.76 0.85 0.34 0.82 0.79 0.47 0.54 Avail Cap(c_a), veh/h 301 818 366 331 850 380 312 1440 448 795 1489 464 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 35.0 24.8 29.6 35.2 23.8 27.5 32.3 22.1 26.0 31.5 22.6 23.1 Incr Delay (d2), s/veh 16.9 0.2 35.7 129.9 0.1 8.7 16.7 0.1 11.2 3.5 1.1 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 3.3 2.3 11.0 9.5 1.7 6.6 5.9 2.8 8.7 4.7 4.2 5.1 LnGrp Delay(d),s/veh 51.9 25.0 65.2 165.1 23.9 36.2 48.9 22.3 37.2 35.0 23.6 27.6 LnGrp LOS D C E F C D D C D D C C Approach Vol, veh/h 849 889 1075 1382 Approach Delay, s/veh 49.4 93.0 32.9 27.9 Approach LOS D F C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.8 26.6 12.0 22.5 16.1 27.3 11.3 23.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.0 18.5 7.5 18.0 13.7 22.8 6.8 18.7 Max Q Clear Time (g_c+I1), s 11.4 18.8 9.5 19.0 11.5 12.4 7.5 15.2 Green Ext Time (p_c), s 0.9 0.0 0.0 0.0 0.1 7.0 0.0 1.7 Intersection Summary HCM 2010 Ctrl Delay 47.3 HCM 2010 LOS D Scenario 5: 2035 Plus Project - PM Node 11: Veterans & Shaw Ave Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 248 251 350 410 190 289 223 486 366 432 699 251 v/c Ratio 0.61 0.56 0.69 0.75 0.32 0.57 0.72 0.29 0.48 0.72 0.42 0.37 Control Delay 53.5 50.3 12.6 53.8 42.3 9.8 57.1 29.1 5.5 50.4 30.9 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 53.5 50.3 12.6 53.8 42.3 9.8 57.1 29.1 5.5 50.4 30.9 5.9 Queue Length 50th (ft) 87 88 0 141 62 0 151 94 0 150 142 1 Queue Length 95th (ft) 141 140 89 221 105 78 245 142 71 218 210 64 Internal Link Dist (ft) 1650 2522 1657 2460 Turn Bay Length (ft) 300 150 300 250 250 150 250 150 Base Capacity (vph) 504 1019 705 609 1127 701 444 1664 764 989 1668 685 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.25 0.50 0.67 0.17 0.41 0.50 0.29 0.48 0.44 0.42 0.37 Intersection Summary Scenario 5A: Mitigated 2035 Plus Project - AM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 52 144 59 31 148 10 26 494 23 27 399 37 Future Volume (veh/h) 52 144 59 31 148 10 26 494 23 27 399 37 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 57 157 64 34 161 11 28 537 25 29 434 40 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 96 232 95 66 289 20 57 641 30 58 612 56 Arrive On Green 0.05 0.18 0.18 0.04 0.17 0.17 0.03 0.36 0.36 0.03 0.36 0.36 Sat Flow, veh/h 1774 1259 513 1774 1724 118 1774 1766 82 1774 1681 155 Grp Volume(v), veh/h 57 0 221 34 0 172 28 0 562 29 0 474 Grp Sat Flow(s),veh/h/ln 1774 0 1772 1774 0 1842 1774 0 1848 1774 0 1835 Q Serve(g_s), s 1.6 0.0 6.1 1.0 0.0 4.5 0.8 0.0 14.6 0.8 0.0 11.6 Cycle Q Clear(g_c), s 1.6 0.0 6.1 1.0 0.0 4.5 0.8 0.0 14.6 0.8 0.0 11.6 Prop In Lane 1.00 0.29 1.00 0.06 1.00 0.04 1.00 0.08 Lane Grp Cap(c), veh/h 96 0 327 66 0 309 57 0 671 58 0 668 V/C Ratio(X) 0.60 0.00 0.68 0.51 0.00 0.56 0.49 0.00 0.84 0.50 0.00 0.71 Avail Cap(c_a), veh/h 170 0 644 170 0 669 170 0 742 170 0 737 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 24.2 0.0 19.9 24.7 0.0 20.0 24.9 0.0 15.2 24.9 0.0 14.3 Incr Delay (d2), s/veh 5.8 0.0 2.4 6.1 0.0 1.6 6.5 0.0 7.8 6.4 0.0 2.8 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 1.0 0.0 3.2 0.6 0.0 2.4 0.5 0.0 8.8 0.5 0.0 6.3 LnGrp Delay(d),s/veh 30.0 0.0 22.3 30.8 0.0 21.5 31.4 0.0 23.0 31.3 0.0 17.1 LnGrp LOS C C C C C C C B Approach Vol, veh/h 278 206 590 503 Approach Delay, s/veh 23.9 23.1 23.4 17.9 Approach LOS C C C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.7 24.0 6.9 14.6 6.7 24.0 7.8 13.8 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 5.0 21.0 5.0 19.0 5.0 21.0 5.0 19.0 Max Q Clear Time (g_c+I1), s 2.8 16.6 3.0 8.1 2.8 13.6 3.6 6.5 Green Ext Time (p_c), s 0.0 2.4 0.0 1.6 0.0 3.6 0.0 1.7 Intersection Summary HCM 2010 Ctrl Delay 21.7 HCM 2010 LOS C Scenario 5A: Mitigated 2035 Plus Project - AM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 57 221 34 172 28 562 29 474 v/c Ratio 0.33 0.48 0.20 0.45 0.16 0.69 0.17 0.58 Control Delay 33.0 20.0 30.6 23.3 30.2 24.4 30.3 20.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.0 20.0 30.6 23.3 30.2 24.4 30.3 20.4 Queue Length 50th (ft) 16 37 10 45 8 133 8 103 Queue Length 95th (ft) #59 127 39 108 34 #434 35 #340 Internal Link Dist (ft) 1986 1060 3246 2114 Turn Bay Length (ft) 150 150 285 285 Base Capacity (vph) 172 683 172 686 172 814 172 812 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.32 0.20 0.25 0.16 0.69 0.17 0.58 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Scenario 5A: Mitigated 2035 Plus Project - PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report HCM 2010 Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 136 15 15 292 15 34 390 19 27 437 23 Future Volume (veh/h) 28 136 15 15 292 15 34 390 19 27 437 23 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 30 148 16 16 317 16 37 424 21 29 475 25 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 59 411 44 35 413 21 70 593 29 58 579 30 Arrive On Green 0.03 0.25 0.25 0.02 0.23 0.23 0.04 0.34 0.34 0.03 0.33 0.33 Sat Flow, veh/h 1774 1653 179 1774 1758 89 1774 1760 87 1774 1754 92 Grp Volume(v), veh/h 30 0 164 16 0 333 37 0 445 29 0 500 Grp Sat Flow(s),veh/h/ln 1774 0 1831 1774 0 1847 1774 0 1847 1774 0 1846 Q Serve(g_s), s 0.9 0.0 4.1 0.5 0.0 9.3 1.1 0.0 11.6 0.9 0.0 13.7 Cycle Q Clear(g_c), s 0.9 0.0 4.1 0.5 0.0 9.3 1.1 0.0 11.6 0.9 0.0 13.7 Prop In Lane 1.00 0.10 1.00 0.05 1.00 0.05 1.00 0.05 Lane Grp Cap(c), veh/h 59 0 455 35 0 434 70 0 622 58 0 609 V/C Ratio(X) 0.51 0.00 0.36 0.46 0.00 0.77 0.53 0.00 0.72 0.50 0.00 0.82 Avail Cap(c_a), veh/h 161 0 631 161 0 636 161 0 703 161 0 703 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.2 0.0 17.1 26.8 0.0 19.7 26.0 0.0 16.0 26.3 0.0 17.0 Incr Delay (d2), s/veh 6.5 0.0 0.5 9.1 0.0 3.4 6.2 0.0 3.0 6.6 0.0 6.8 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 0.6 0.0 2.1 0.3 0.0 5.1 0.7 0.0 6.3 0.5 0.0 8.1 LnGrp Delay(d),s/veh 32.8 0.0 17.6 35.8 0.0 23.1 32.2 0.0 19.0 32.9 0.0 23.8 LnGrp LOS C B D C C B C C Approach Vol, veh/h 194 349 482 529 Approach Delay, s/veh 19.9 23.6 20.0 24.3 Approach LOS B C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.8 23.6 6.1 18.7 7.2 23.2 6.8 18.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 5.0 21.0 5.0 19.0 5.0 21.0 5.0 19.0 Max Q Clear Time (g_c+I1), s 2.9 13.6 2.5 6.1 3.1 15.7 2.9 11.3 Green Ext Time (p_c), s 0.0 3.2 0.0 2.3 0.0 2.5 0.0 1.7 Intersection Summary HCM 2010 Ctrl Delay 22.3 HCM 2010 LOS C Scenario 5A: Mitigated 2035 Plus Project - PM Node 6: Grantland & Barstow Yamabe & Horn Engineering Inc.Synchro 9 Report Queues Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 30 164 16 333 37 445 29 500 v/c Ratio 0.15 0.29 0.08 0.64 0.19 0.63 0.15 0.71 Control Delay 30.0 16.1 29.5 24.4 30.2 22.0 30.0 25.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.0 16.1 29.5 24.4 30.2 22.0 30.0 25.1 Queue Length 50th (ft) 7 28 4 65 8 67 6 79 Queue Length 95th (ft) 37 102 24 208 43 #318 36 #378 Internal Link Dist (ft) 1986 1060 3246 2114 Turn Bay Length (ft) 150 150 285 285 Base Capacity (vph) 198 837 198 789 198 872 198 871 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.15 0.20 0.08 0.42 0.19 0.51 0.15 0.57 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. APPENDIX C Fresno Council of Governments Travel Model From:Muyi Zhou To:Scott Tyler; Kai Han Cc:Lang Yu Subject:RE: NWC of Shaw & Grantland : Trip Trace Request Date:Wednesday, November 09, 2016 2:18:55 PM Attachments:2035 with project.pdf2035 Select Zone Analysis.pdfInvoice.pdf Scott, Please find the modeling for your project, and let me know if you have any question. Muyi From: Scott Tyler [mailto:STyler@yhmail.com] Sent: Thursday, November 03, 2016 2:39 PMTo: Muyi Zhou; Kai HanCc: Lang YuSubject: NWC of Shaw & Grantland : Trip Trace Request Hi Muyi, I have another trip trace request. This one is for a single family residential tract at the northwest corner of Shaw Avenue & Grantland Avenue in the City of Fresno. I have attached a map showing the location with 164 units. The map is approximately 26 acre (APN 505-050- 12). The trip generation rates are below. Land Use/Zoning ITE Code Description Size Unit Weekday AM Peak Hour PM Peak Hour Rate Total Rate % Split Enter Exit Rate % Split Enter Exit Single Family 210 Single Family Detached Housing 164 9.52 1,561 0.75 31 92 1.00 104 60units25/75 63 /37 TOTAL 123 164 I am requesting a 2035 Select Zone analysis for this proposed Project. The access point is Fowler Ave. Just need about 1 mile to the west and south and to Grantland/99 to the north and Shaw/99 to the east for the plots. Does the 2035 Model have Veterans Blvd from Shaw to 99? If you have any questions about the project, please let me know. Scott Tyler, PE Senior Engineer Yamabe and Horn Engineering, Inc. "A committed team providing high quality engineering services for our clients and community" 2985 N. Burl, Suite 101 Fresno, CA 93727 P: (559) 244-3123 F: (559) 244-3120 This email has been scanned by the Mailprotector Email Security System. For more information please visit http://mailprotector.com/email Total Control Panel Login To: styler@yhmail.com From: mzhou@fresnocog.org Remove this sender from my allow list You received this message because the sender is on your allow list. (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) (Licensed to San Joaquin Valley Regional Planning Agencies' Dir) From:Lang Yu To:Andrew Vongphachanh Subject:RE: 2035 No Project Model Date:Wednesday, May 09, 2018 1:54:07 PM Hi Andrew, I confirm that the 2035 No Project modeling was completed as requested and based on the attached Trip Generation. Thanks Lang From: Andrew Vongphachanh [mailto:AndrewV@yhmail.com] Sent: Wednesday, May 09, 2018 1:35 PMTo: Lang YuSubject: 2035 No Project Model Hello Lang, I am sending this email to get your confirmation on the 2035 No Project modeling request for the project located on Shaw and Grantland Tract 6198 so that it may be included in the traffic impact study. We had discussed over the phone the need for this model to have the project site under the Fresno 2035 General Plan land use and based on the provided trip generation below. As always, thank you for your time. Regards, Andrew Vongphachanh, E.I.T. Assistant Engineer YAMABE & HORN ENGINEERING, INC. 2985 N. Burl Ave., Suite 101 Fresno, CA 93727 Office: (559) 244-3123 EXT. 143 This email has been scanned by the Mailprotector Email Security System. For more information please visit http://mailprotector.com/email Total Control Panel Login To: andrewv@yhmail.com From: yu@fresnocog.org Message Score: 50 High (60): Pass My Spam Blocking Level: Low Medium (75): Pass Low (90): Pass Block this sender Block fresnocog.org This message was delivered because the content filter score did not exceed your filter level. (Licensed to San Joaquin Valley Regional Planning Age) (Licensed to San Joaquin Valley Regional Planning Age) (Licensed to San Joaquin Valley Regional Planning Age) (Licensed to San Joaquin Valley Regional Planning Age) (Licensed to San Joaquin Valley Regional Planning Age) APPENDIX D Turn Estimate Worksheets APPENDIX Traffic Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA). Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA). California MUTCD 2012 Edition (FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Page 837 Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014 Part 4 – Highway Traffic Signals BOTH APPROACHES – MAJOR STREET: 1109 HIGHER APPROACH – MINOR STREET: 235 BOTH APPROACHES – MAJOR STREET: 1109 HIGHER APPROACH – MINOR STREET: 235 Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA). Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA). Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA). Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA). Source: 2014 California Manual of Uniform Traffic Control Devices, Figure 4C-101(CA).