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HomeMy WebLinkAboutPM 2017-12 - Traffic Impact Study - GOLDEN STATE & KATHRYN - 7/18/2018 Traffic Impact Study Proposed Tentative Parcel Map for Commercial Development West of the Intersection of Golden State Boulevard and Kathryn Avenue Fresno, California Prepared For: SVM Enterprises 6943 North Golden State Boulevard Fresno, California 93722 Date: September 26, 2017 Job No.: 17-023.01 952 Pollasky Avenue ♦ Clovis, California 93612 ♦ (559) 299-1544 ♦ www.peters-engineering.com Mr. Sam Monaco September 26, 2017 SVM Enterprises 6943 North Golden State Boulevard Fresno, California 93722 Subject: Traffic Impact Study Proposed Tentative Parcel Map for Commercial Development West of the Intersection of Golden State Boulevard and Kathryn Avenue Fresno, California Dear Mr. Monaco: 1.0 INTRODUCTION This report presents the results of a traffic impact study for a proposed tentative parcel map for a commercial development in Fresno, California. This analysis focuses on the anticipated effect of vehicle traffic resulting from the project and was performed in accordance with the City of Fresno Traffic Impact Study Report Guidelines dated February 2, 2009. 2.0 PROJECT DESCRIPTION The proposed Project is a tentative parcel map with four commercial lots on approximately 3.92 acres located on the west side of Golden State Boulevard north of Kathryn Avenue. The project site is planned for freeway corridor commercial uses. The preliminary site plan indicates two fast-food restaurants with drive-through windows, a gas station/mini mart with a drive-through window, and a sit-down restaurant. Site access is expected to be taken from two driveways connecting to Golden State Boulevard plus reciprocal access to the existing development to the south. We understand that the applicant is requesting a driveway with a dedicated left-turn into the site and left turns out of the site. The location of the site is presented in the attached Figure 1, Site Vicinity Map, following the text of this report. The site plan is presented in the attached Figure 2, Site Plan. 3.0 STUDY AREA AND TIME PERIOD The study locations were determined based on consultation with City of Fresno and Caltrans staff considering anticipated Project trip distribution, the size of the Project, and the existing conditions in the vicinity of the Project site. This report includes counts and analysis of the following intersections: 1. Golden State Boulevard / Herndon Avenue 2. Golden State Boulevard / Kathryn Avenue 3. Golden State Boulevard / Main Site Access Driveway Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 2 The study time periods include the weekday a.m. and p.m. peak hours determined between 7:00 and 9:00 a.m. and between 4:00 and 6:00 p.m. The peak hours are analyzed for the following conditions:  Existing Conditions;  Existing-Plus-Project Conditions;  Near-Term With-Project Conditions (includes pending projects); and  Cumulative (Year 2038) Conditions With Project. 4.0 LEVEL OF SERVICE The Transportation Research Board Highway Capacity Manual, 2010, (HCM2010) defines level of service (LOS) as, “A quantitative stratification of a performance measure or measures that represent quality of service, measured on an A-F scale, with LOS A representing the best operating conditions from the traveler’s perspective and LOS F the worst.” Automobile mode LOS characteristics for both unsignalized and signalized intersections are presented in Tables 1 and 2. Table 1 Level of Service Characteristics for Unsignalized Intersections Level of Service Average Vehicle Delay (seconds) A 0-10 B >10-15 C >15-25 D >25-35 E >35-50 F >50 Reference: Highway Capacity Manual, Transportation Research Board, 2010 Table 2 Level of Service Characteristics for Signalized Intersections Level of Service Description Average Vehicle Delay (seconds) A Volume-to-capacity ratio is low. Progression is exceptionally favorable or the cycle length is very short. <10 B Volume-to-capacity ratio is low. Progression is highly favorable or the cycle length is very short. >10-20 C Volume-to-capacity ratio is no greater than 1.0. Progression is favorable or cycle length is moderate. >20-35 D Volume-to-capacity ratio is high but no greater than 1.0. Progression is ineffective or cycle length is long. Many vehicles stop and individual cycle failures are noticeable. >35-55 E Volume-to-capacity ratio is high but no greater than 1.0. Progression is unfavorable and cycle length is long. Individual cycle failures are frequent. >55-80 F Volume-to-capacity ratio is greater than 1.0. Progression is very poor and cycle length is long. Most cycles fail to clear the queue. >80 Reference: Highway Capacity Manual, Transportation Research Board, 2010 Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 3 5.0 SIGNIFICANCE CRITERIA 5.1 Level of Service The City of Fresno General Plan includes the following policies pertaining to vehicular LOS that are relevant to the proposed Project: MT-1-k Multi-Modal Level of Service Standards. Develop and use a tiered system of flexible, multi-modal Level of Service standards for streets designated by the Circulation Diagram (Figure MT-1). Strive to accommodate a peak hour vehicle LOS of D or better on street segments and at intersections, except where Policies MT-1-m through MT-1-p provide greater specificity. Establish minimum acceptable service levels for other modes and use them in the development and environmental review process. MT-1-n Peak Hour Vehicle LOS. Maintain a peak-hour vehicle LOS standard of D or better for all roadway areas outside of identified Activity Center and Bus Rapid Transit Corridor districts, unless the City Traffic Engineer determines that mitigation to maintain this LOS would be infeasible and/or conflict with the achievement of other General Plan policies. MT-1-o LOS Deviations Outside of Activity Centers and Areas Designated for Mixed-Use. Accept vehicle LOS E or F conditions outside of identified multi- modal districts only if provisions commensurate with the level of impact and approved by the City Traffic Engineer are made to sufficiently improve the overall transportation system and/or promote non-vehicular transportation as part of a development project or City-initiated project. MT-2-i Transportation Impact Studies. Require a Transportation Impact Study (currently named Traffic Impact Study) to assess the impacts of new development projects on existing and planned streets for projects meeting one or more of the following criteria, unless it is determined by the City Traffic Engineer that the project site and surrounding area already has appropriate multi-modal infrastructure improvements:  When a project includes a General Plan amendment that changes the General Plan Land Use Designation.  When the project will substantially change the off-site transportation system (auto, transit, bike or pedestrian) or connection to the system, as determined by the City Traffic Engineer.  Transportation impact criteria are tiered based on a project’s location within the City’s Sphere of Influence. This is to assist with areas being incentivized for development. The four zones, as defined on Figure MT-4, are listed below. The following criteria apply: o Traffic Impact Zone I (TIZ-I): TIZ-I represents the Downtown Planning Area. Maintain a peak hour LOS standard of F or better for all intersections and roadway segments. A TIS will be required for all Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 4 development projected to generate 200 or more peak hour new vehicle trips. o Traffic Impact Zone II (TIZ-II): TIZ-II generally represents areas of the City currently built up and wanting to encourage infill development. Maintain a peak hour LOS standard of E or better for all intersections and roadway segments. A TIS will be required for all development projected to generate 200 or more peak hour new vehicle trips. o Traffic Impact Zone III (TIZ-III): TIZ-III generally represents areas near or outside the City Limits but within the SOI as of December 31, 2012. Maintain a peak hour LOS standard of D or better for all intersections and roadway segments. A TIS will be required for all development projected to generate 100 or more peak hour new vehicle trips. o Traffic Impact Zone IV (TIZ-IV): TIZ-IV represents the southern employment areas within and planned by the City. Maintain a peak hour LOS standard of E or better for all intersections and roadway segments. A TIS will be required for all development projected to generate 200 or more peak hour new vehicle trips. The proposed Project site and the study intersections are located in TIZ-III. For purposes of this study, a significant traffic impact will be identified if:  the proposed Project will decrease the LOS below D at an intersection; or  the proposed Project will exacerbate an existing deficiency at an intersection already operating below LOS D by increasing the average delay per vehicle at the intersection by 5.0 seconds or more. 5.2 Intersection Queuing The City of Fresno Traffic Impact Study Report Guidelines dated January 20, 2009 require a queuing analysis of the study intersections and recommendations for queues that are projected to exceed the available storage capacity. However, it should be noted that queuing is not included in the significance criteria recognized by the City and is reviewed to confirm the LOS results. Where excessive queues are expected, the LOS results may not be applicable due to blocking of adjacent lanes. A queuing deficiency is identified if the calculated 95th-percentile queue length exceeds the storage length by more than 25 feet (the average storage length for one vehicle) since the bay taper can typically store approximately one vehicle. 5.3 Transit, Bicycle, and Pedestrian Facilities A significant impact will be identified if the proposed Project would disrupt or impede existing or planned transit, bicycle, or pedestrian facilities. Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 5 6.0 PLANNING AND FUNDING 6.1 City of Fresno General Plan The City of Fresno General Plan designates Golden State Boulevard as a collector street and Herndon Avenue as a super arterial at the study locations. Kathryn Avenue is a local road. 6.2 City of Fresno Traffic Signal Mitigation and Major Street Impact Fees The City of Fresno Traffic Signal Mitigation Impact (TSMI) fee program and the Fresno Major Street Impact (FMSI) fee program provide funds for construction of specified traffic signals and major street segments. The intersection of Golden State Boulevard and Herndon Avenue is signalized and has been removed from the TSMI list. The intersection is planned to be demolished and reconstructed as part of the California High-Speed Train project. The Project site is located within the new growth area with respect to the FMSI fee program. 6.3 Measure C In 1986, the voters of Fresno County approved Measure C, which created a half-cent sales tax for 20 years to provide a source of funds for specified transportation improvement projects within Fresno County. Money generated through the Measure C program is used for various improvements to extend freeways, improve roads, and enhance public safety. In its first 20 years (1986 to 2006) Measure C funded over $1 billion of improvements. In 2006, the voters approved the extension of Measure C from 2007 to 2027, and it is projected to generate $1.7 billion over its 20-year life. Measure C authorizes the establishment of a Regional Transportation Mitigation Fee (RTMF) program to provide additional funding for regional transportation projects through new fees charged to development projects. The RTMF program was enacted by the County of Fresno and all cities within the County and became effective on January 1, 2009. The program is administered by a Joint Powers Authority (JPA) that was formed for the specific purpose of managing the fee program. In accordance with State law, a nexus study was completed that analyzed the growth of travel demand for each jurisdiction, identified regional road improvements to meet such demands, described the appropriate “nexus” between such demand and improvements, and adopted appropriate mitigation fees applicable to various land use categories. The current RTMF fee rate for commercial/retail development is $1.61 per square foot and the current fee for commercial/office/service development is $0.89 per square foot. The Measure C program includes a completed Tier 1 Urban Project (Project K07) that widened Herndon Avenue to six lanes between State Route 99 and Weber Avenue and installed dual left-turn lanes at Golden State Boulevard. Descriptions of the Measure C extension projects can be at http://www.measurec.com/extension-projects/. 6.4 High-Speed Train The California High-Speed Train (HST) project is planned to relocate Golden State Boulevard closer to State Route 99 south of approximately Kathryn Avenue to create space for construction of HST tracks. A majority of the businesses in the vicinity of the intersection of Golden State Boulevard and Herndon Avenue have closed or will be forced to close, with the exception of those currently existing at Kathryn Avenue. It is assumed that Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 6 the lane configurations at the proposed intersection will match the existing lane configurations. 7.0 LANE CONFIGURATIONS AND INTERSECTION CONTROL For purposes of this report, Golden State Boulevard will be considered a north-south roadway and Herndon Avenue will be considered an east-west roadway. The existing lane configurations and intersection control at the study intersections are presented in the attached Figure 3, Existing Lane Configurations and Intersection Control. For purposes of these analyses, it is assumed that the existing lane configurations will be maintained through the year 2038, with the exception that the Project is expected to construct improvements at the proposed site driveway as indicated in the attached Figure 4, Project Lane Configurations and Intersection Control. 8.0 EXISTING TRAFFIC VOLUMES Existing peak-hour traffic volumes at the study intersections were determined by performing manual turning-movement counts between 7:00 and 9:00 a.m. and between 4:00 and 6:00 p.m. on a weekday while school was in session. In addition to the study intersections, counts were performed at the existing commercial access driveway on Golden State Boulevard north of Kathryn Avenue. The data sheets are attached and indicate the date the counts were performed. The existing peak-hour turning movement volumes are presented in the attached Figure 5, Existing Peak-Hour Traffic Volumes. 9.0 PENDING PROJECTS The traffic analyses for the near-term and long-term conditions consider the effects of traffic expected to be generated by pending and approved projects in the study area. The projects listed below are either approved, pending approval, or are partially constructed and are assumed to be constructed in the near-term condition.  HST Project;  Westlake  Tract 5493  Tract 5538  Tract 5597  Tract 5600  Koligian Educational Center  Tract 5864  Tract 5891  Tract 6056  El Paseo  Bella Vista Professional Office  Herndon at Riverside Apartments  Herndon at Van Buren Commercial Development Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 7 The pending projects are described in additional detail in a draft traffic impact analysis report by JLB Traffic Engineering dated August 15, 2017 for a commercial development proposed southeast of the intersection of Herndon Avenue and Riverside Drive. The HST project, which will cause several businesses near the Project site to close, is generally expected to cause a decrease in traffic volumes in the vicinity of the site, particularly south of Herndon Avenue, in the near-term conditions. However, to maintain a conservative analysis no reduction in trips was applied in the near-term analyses. 10.0 PROJECT TRIP GENERATION AND DISTRIBUTION 10.1 Trip Generation Data provided in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition, are typically used to estimate the number of trips anticipated to be generated by proposed projects. Data presented in the ITE Trip Generation Handbook dated June 2004 (TGH) suggest that captured-trip reductions are applicable to the proposed Project. Captured-trip reductions are applied to account for the interaction between the various individual land uses assumed for the trip generation calculations. A common example of a captured trip occurs in a multi-use development containing both offices and shops. Trips made by office workers to shops within the site are defined as internal to (i.e., “captured within”) the multi-use site. A more complete description of captured trips is presented in the TGH. An example of a captured trip for the proposed Project is a person who eats at a restaurant and also purchases fuel at the gas station. A capture rate of 20 percent of the gas station trips was used based on Tables 7.1 and 7.2 of the TGH. Table 3 presents the trip generation calculations. Table 3 Project Trip Generation Land Use Size Daily A.M. Peak Hour P.M. Peak Hour Rate Total Rate In:Out In Out Total Rate In:Out In Out Total Gas Station with Convenience Market (945) 12 fueling positions 162.78 1,954 10.16 50:50 61 61 122 13.51 50:50 81 81 162 Fast Food Restaurant with Dive-Through Window (934) 5,574 sq. ft. 496.12 2,766 45.42 51:49 130 124 254 32.65 52:48 95 87 182 High-Turnover (Sit-Down) Restaurant (932) 4,325 sq. ft. 127.15 550 10.81 55:45 26 21 47 9.85 60:40 26 17 43 Internal Capture (20% max)* - - -390 - - -12 -12 -24 - - -16 -16 -32 TOTALS - - 4,880 - - 205 194 399 - - 186 169 355 Reference: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers 2012 Rates are reported in trips per fueling position or trips per 1,000 square feet of building area as applicable. * Internal capture rate of 20% per Tables 7.1 and 7.2 of the Trip Generation Handbook, Second Edition, Institute of Transportation Engineers, June 2004 applied to gas station trips only. Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 8 10.2 Pass-By Trips The TGH and the proposed orientation of the Project suggest that pass-by trips will be generated by the proposed Project, and those pass-by trips will come out of traffic that is already traveling on Golden State Boulevard. Available data in the TGH indicate that an average of 62 percent of the weekday a.m. peak hour trips and 56 percent of the weekday p.m. peak hour trips generated by Gasoline/Service Station with Convenience Market (Land Use 945) are pass-by trips. The TGH also indicates that an average of 49 percent of the weekday a.m. peak hour trips and 50 percent of the weekday p.m. peak hour trips generated by Fast-Food Restaurant with Drive-Through Window (Land Use 934) are pass-by trips. Finally, the TGH indicates that an average of 43 percent of the p.m. peak hour trips generated by High-Turnover (Sit-Down) Restaurant (Land Use 932) are pass-by trips. Therefore, it is considered to be reasonable and conservative to assume that 40 percent of the Project trips will be pass-by trips. Table 4 presents the volume of pass-by trips and new peak-hour primary Project trips expected to be generated by the Project. Table 4 Pass-By Trips and Primary Project Trips Time Period Trips Entering Site Trips Exiting Site Total Trips Weekday A.M. Peak Hour Pass-By Trips 82 77 159 Weekday A.M. Peak Hour Primary Trips 123 117 240 Weekday P.M. Peak Hour Pass-By Trips 74 67 141 Weekday P.M. Peak Hour Primary Trips 112 102 214 10.3 Project Trip Distribution The regional distribution of Project trips can be estimated by performing a select zone analysis using available traffic models and by applying engineering judgment considering existing traffic patterns, existing transportation facilities, and complementary land uses. The trip generation information and other relevant Project data were provided to the Fresno Council of Governments (COG) to perform a Project-specific select zone analysis. The select zone analysis was performed using the year 2035 Fresno County travel model. The percentage distribution of Project traffic is presented in the attached Figure 6, Project Trip Distribution Percentages. The select zone analysis request and the results provided by COG are attached. The peak-hour Project traffic volumes presented in Table 4 were assigned to the adjacent road network in accordance with the trip distribution percentages in the attached Figure 6. The primary peak-hour Project traffic volumes are presented in the attached Figure 7, A.M. and P.M. Peak Hour Project Traffic Volumes. The pass-by trips are presented in the attached Figure 8, A.M. and P.M. Peak Hour Project Pass-By Traffic Volumes 11.0 EXISTING-PLUS-PROJECT TRAFFIC VOLUMES The existing-plus-Project peak-hour turning movement volumes are presented in the attached Figure 9, Existing-Plus-Project Peak-Hour Traffic Volumes. Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 9 12.0 NEAR-TERM WITH-PROJECT TRAFFIC VOLUMES The near-term with-Project peak-hour turning movement volumes are presented in the attached Figure 10, Near-Term With-Project Peak-Hour Traffic Volumes. The near-term volumes include the existing traffic volumes, the pending projects, and the proposed Project. 13.0 CUMULATIVE YEAR 2038 TRAFFIC VOLUMES COG maintains a travel model that is typically used to forecast future traffic volumes. Cumulative (year 2038) traffic volumes were projected using the Increment Method, which is described in a document available from the COG entitled “Model Steering Committee Recommended Procedures for Using Traffic Projections from the Fresno COG Travel Model dated December 2002.” In general, the Increment Method forecasts future traffic volumes by estimating the additional trips that will result from regional growth as calculated by the model between the base year and the horizon year. The additional trips are added to the existing traffic volumes, resulting in a forecast of the future traffic volumes. Since the year 2035 travel model was used, the projected growth was extrapolated to the year 2038. It is noted that the model includes the build out of Veterans Boulevard, which results in a decrease in trips in the vicinity of the Project site. The Fresno County travel model data output is attached. The cumulative year 2038 traffic volumes with the Project at the study intersections are presented in the attached Figure 11, Year 2038 Cumulative With-Project Peak-Hour Traffic Volumes. 14.0 BICYCLE AND PEDESTRIAN FACILITIES 14.1 Bicycle Facilities The City of Fresno Active Transportation Plan (ATP) dated December 2016 refers to the Caltrans Highway Design Manual for classification of bicycle facilities as follows:  Class I Bikeway (Bike Path): Off-street facilities that provide exclusive use for non- motorized travel, including bicyclists and pedestrians.  Class II Bikeway (Bike Lane): On-street facilities that use striping, stencils, and signage to denote preferential or exclusive use by bicyclists.  Class III Bikeway (Bike Route): On-street pavement markings or signage that connect the bicycle roadway network along corridors that do not provide enough space for dedicated lanes on low-speed and low-volume streets.  Class IV Bikeway (Separated Bikeways): Physically separated bicycle facilities that are distinct from the sidewalk and designed for exclusive use by bicyclists. Commonly known as “cycle tracks,” they are located within the street right-of-way, but provide similar comfort when compared to Class I Bikeways. The Figure 48 of the ATP identifies a proposed bikeway system with a Class I bike path on Herndon Avenue east of Golden State Boulevard and Class II bike lanes on Herndon Avenue Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 10 west of Golden State Boulevard. Class II bike lanes are also planned on Golden State Boulevard south of Herndon Avenue. The Project is not expected to disrupt or impede existing or planned bicycle facilities. 14.2 Pedestrian Facilities Pedestrian connectivity is well established in the developed areas in the vicinity of the Project site. The Project would be required to construct sidewalks along its frontage. The Project is not expected to disrupt or impede existing or planned pedestrian facilities. 15.0 SITE CIRCULATION AND ACCESS As required by the City of Fresno Traffic Impact Study Report Guidelines, a review of the proposed site plan is performed to identify potential issues related to on-site circulation and site access. At a minimum, the Project should be designed in accordance with the following City documents and standards:  City of Fresno Parking Manual; and  City of Fresno Public Works Standards for driveways. The site plan appears to provide adequate circulation throughout the site. Site access is taken from driveways connecting to Golden State Boulevard, which is the only option. The minimum throat length adjacent to Golden State Boulevard should be confirmed during the site plan review, and the minimum driveway width behind parking stalls should also be confirmed. The site access intersection is analyzed and discussed in later sections of this report. 16.0 TRANSIT Fresno Area Express (FAX) provides bus service to the Fresno area. FAX Route 45 is the nearest route to the Project site, with a stop at the intersection of Herndon and Milburn Avenues approximately 2.3 miles from the Project site. The Project is not expected to disrupt or impede existing transit facilities. 17.0 INTERSECTION ANALYSES The levels of service at the study intersections were determined using the computer program Synchro 9, which is based on HCM2010 procedures for calculating levels of service. The intersection analysis sheets are attached. Peak-hour factors (PHF) for the existing conditions were determined from the traffic counts. It is common industry practice to assume a PHF of 0.92 in urban areas for future conditions or in the absence of field data. For purposes of the cumulative year 2038 analyses performed for this study, a PHF of 0.92 is used unless the existing PHF is greater than 0.92. Tables 5 through 8 present the results of the intersection analyses. Levels of service and delays below the target LOS are indicated in bold type. For purposes of these analyses, the site access driveway in the existing and no-Project conditions is the existing driveway north of Kathryn Avenue; whereas the site access driveway analyzed with the Project is north of the Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 11 existing driveway. The traffic at the existing driveway will be redistributed with construction of the median by the Project. Table 5 Intersection LOS Summary – Existing Conditions Intersection Control A.M. Peak Hour P.M. Peak Hour Delay (sec) LOS Delay (sec) LOS Golden State / Herndon Signal 25.5 C 29.0 C Golden State / Kathryn One-way stop 14.6 B 15.3 C Golden State / Site Access One-way stop 19.5 C 18.2 C Table 6 Intersection LOS Summary – Existing-Plus-Project Conditions Intersection Control A.M. Peak Hour P.M. Peak Hour Delay (sec) LOS Delay (sec) LOS Golden State / Herndon Signal 29.8 C 30.3 C Golden State / Kathryn One-way stop 18.3 C 17.8 C Golden State / Site Access One-way stop 116.1 F 87.4 F Table 7 Intersection LOS Summary – Near-Term With-Project Conditions Intersection Control A.M. Peak Hour P.M. Peak Hour Delay (sec) LOS Delay (sec) LOS Golden State / Herndon Signal 46.0 D 42.9 D Golden State / Kathryn One-way stop 22.6 C 21.1 C Golden State / Site Access One-way stop >300 F 211.5 F Table 8 Intersection LOS Summary – 2038 With-Project Conditions Intersection Control A.M. Peak Hour P.M. Peak Hour Delay (sec) LOS Delay (sec) LOS Golden State / Herndon Signal 34.4 C 38.6 D Golden State / Kathryn One-way stop 20.0 C 18.1 C Golden State / Site Access One-way stop 177.0 F 101.2 F The results of the intersection operational analyses include an estimate of the 95th-percentile queue lengths. The existing storage capacity and the calculated 95th-percentile queue lengths are presented in Table 9. The storage capacities reported in Table 9 are based on measurements from available aerial photographs. Queue lengths that exceed the storage Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 12 capacity by at least 25 feet (the average storage length for one vehicle) are indicated in bold type. Table 9 Intersection Queuing Summary Intersection Existing Storage Length (feet) 95th-Percentile Queue Length (feet) Approach Lane Existing Existing Plus Project Near-Term With Project 2038 With Project A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. Golden State / Herndon Eastbound L 275 62 68 81 89 96 105 139 112 Eastbound T (2) 500 85 176 86 178 109 220 189 212 Eastbound R 355 9 25 10 25 13 25 58 59 Westbound L (2) 115* 116 160 118 161 152 204 241 304 Westbound T (3) ** 216 193 219 195 261 250 253 250 Westbound R 280* 220 32 319 34 497 79 475 83 Northbound L (2) 170 35 57 35 58 41 69 40 95 Northbound T (2) ** 54 69 58 74 68 87 80 102 Northbound R 165 2 35 2 35 7 51 0 53 Southbound L (2) 275 122 270 145 286 212 414 139 328 Southbound T (2) ** 55 72 60 75 70 91 116 130 Southbound R 165 39 13 47 37 51 41 53 43 Golden State / Kathryn Eastbound LR 500 30 23 53 35 68 45 55 35 Northbound L 140 8 8 10 10 13 13 10 10 Northbound T (2) 600 DNS DNS DNS DNS DNS DNS DNS DNS Southbound T ** DNS DNS DNS DNS DNS DNS DNS DNS Southbound TR ** DNS DNS DNS DNS DNS DNS DNS DNS Golden State / Site Access Eastbound LR On site 13 8 198 140 303 213 233 145 Northbound L 150 5 3 15 15 18 18 15 15 Northbound T (2) ** DNS DNS DNS DNS DNS DNS DNS DNS Southbound T ** DNS DNS DNS DNS DNS DNS DNS DNS Southbound TR ** DNS DNS DNS DNS DNS DNS DNS DNS L: Left-turn lane T: Through lane R: Right-turn lane DNS: Does not stop * Includes only striped lane; excludes railroad. ** Storage length exceeds 1,000 feet to the next major intersection. 18.0 DISCUSSION 18.1 Existing Conditions The results of the intersection analyses indicate that the study intersections are currently operating at acceptable levels of service. The calculated 95th-percentile queue lengths are typically less than the available storage capacity, with the exception of the left-turn lane on the westbound approach to the Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 13 intersection of Golden State Boulevard and Herndon Avenue, where the calculated queue length exceeds the storage capacity by approximately 45 feet, or the length of two automobiles. 18.2 Existing-Plus-Project Conditions The existing-plus-Project conditions analyses represent conditions that would occur after construction of the Project in the absence of other pending projects and regional growth. This scenario isolates the specific impacts of the Project. The existing study intersections are expected to continue to operate at acceptable levels of service. The calculated 95th-percentile queue length in the right-turn lane on the westbound approach to the intersection of Golden State Boulevard and Herndon Avenue is expected to increase to the point that it exceeds the storage capacity by approximately 39 feet, or the length of one or two automobiles. This is expected to be a short-term condition that does not significantly affect the overall operation of the intersection. The main site access driveway for the Project is proposed as a full-access median opening with one-way stop control on the exit. The exit from the site will experience LOS F during the peak hours as a result of delays experienced by vehicles turning left out of the site to proceed northbound on Golden State Boulevard. It is recommended that traffic signals be constructed at the main site access driveway. It is also recommended that the main site access exit be developed with separate left-turn and right-turn lanes so that vehicles waiting to turn left do not obstruct vehicles turning right. A dedicated right-turn lane on the southbound approach is suggested to improve safety and ease of access to the site. The results of the mitigated intersection analyses are presented in Tables 10 and 11. 18.3 Near-Term With-Project Conditions The near-term with-Project conditions analyses represent conditions that are expected to occur after construction of the Project plus construction of the pending projects. This scenario estimates the near-term cumulative impacts. The existing study intersections are expected to continue to operate at acceptable levels of service. The calculated 95th-percentile queue lengths in the left-turn and right-turn lanes on the westbound approach and in the left-turn lane on the southbound approach to the intersection of Golden State Boulevard and Herndon Avenue are expected to exceed the storage capacity. The pending HST project, which is expected to construct a grade separation and relocate the intersection of Golden State Boulevard and Herndon Avenue, should construct the intersection to accommodate the calculated queues. The discussion of the main site access driveway presented above in Section 18.2 is applicable to the near-term conditions as well. The results of the mitigated intersection analyses are presented in Tables 10 and 11. Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 14 18.4 Cumulative 2038 With-Project Conditions The year 2038 With-Project conditions analyses are based on the assumption that the Project site is developed with the proposed Project. This scenario estimates the long-term cumulative impacts. The existing study intersections are expected to continue to operate at acceptable levels of service. Traffic volumes on Herndon Avenue and on Golden State Boulevard are likely to decrease after Veterans Boulevard and the Veterans Boulevard interchange are fully constructed. The calculated 95th-percentile queue lengths in the left-turn and right-turn lanes on the westbound approach and in the left-turn lane on the southbound approach to the intersection of Golden State Boulevard and Herndon Avenue are expected to exceed the storage capacity. The pending HST project, which is expected to construct a grade separation and relocate the intersection of Golden State Boulevard and Herndon Avenue, should construct the intersection to accommodate the calculated queues. The discussion of the main site access driveway presented above in Section 18.2 is applicable to the year 2038 conditions as well. The results of the mitigated intersection analyses are presented in Tables 10 and 11. 18.5 Summary of Mitigated Conditions The results of the analyses of mitigated conditions are presented in Tables 10 and 11. The mitigated intersection analysis sheets are attached. Table 10 Mitigated Intersection LOS Summary – Golden State Boulevard and Site Access Scenario Control A.M. Peak Hour P.M. Peak Hour Delay (sec) LOS Delay (sec) LOS Existing Plus Project Signal 8.4 A 8.8 A Near Term With Project Signal 8.2 A 8.7 A Year 2038 With Project Signal 8.1 A 8.5 A Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 15 Table 11 Mitigated Intersection Queuing Summary – Golden State Boulevard and Site Access Intersection Existing Storage Length (feet) 95th-Percentile Queue Length (feet) Approach Lane Existing Plus Project Near-Term With Project 2038 With Project A.M. P.M. A.M. P.M. A.M. P.M. Golden State / Site Access Eastbound L On Site 57 43 58 48 59 42 Eastbound R On Site 24 24 25 25 26 24 Northbound L 150 89 69 90 76 89 68 Northbound T (2) 300 102 50 125 64 122 61 Southbound T (2) * 80 167 103 209 114 173 Southbound R ** 18 16 17 15 21 16 L: Left-turn lane T: Through lane R: Right-turn lane * Storage length exceeds 1,000 feet to the next major intersection. ** Shall be designed to accommodate queues per City standards. 19.0 CONCLUSIONS AND RECOMMENDATIONS Generally-accepted traffic engineering principles and methods were employed to estimate the number of trips expected to be generated by the Project, to analyze the existing traffic conditions, and to analyze the traffic conditions projected to occur in the future. The traffic impact study found that the existing study intersections are expected to continue to operate at acceptable levels of service through the year 2038. The pending HST project, which is expected to construct a grade separation and relocate the intersection of Golden State Boulevard and Herndon Avenue, should construct the intersection to accommodate the calculated queues. The Project will not cause significant impacts to the existing road network. The main site access driveway for the Project is proposed as a full-access median opening with one-way stop control on the exit. The exit from the site will experience LOS F during the peak hours as a result of delays experienced by vehicles turning left out of the site to proceed northbound on Golden State Boulevard. It is recommended that traffic signals be constructed at the main site access driveway. It is also recommended that the main site access exit be developed with separate left-turn and right-turn lanes so that vehicles waiting to turn left do not obstruct vehicles turning right. A dedicated right-turn lane on the southbound approach is suggested to improve safety and ease of access to the site. The site plan appears to provide adequate circulation throughout the site. Site access is taken from driveways connecting to Golden State Boulevard, which is the only option. The minimum throat length adjacent to Golden State Boulevard should be confirmed during the site plan review, and the minimum driveway width behind parking stalls should also be confirmed. The City of Fresno Active Transportation Plan (ATP) dated December 2016 identifies a proposed bikeway system with a Class I bike path on Herndon Avenue east of Golden State Traffic Impact Study – Proposed Tentative Parcel Map for Commercial Development September 26, 2017 West of the Intersection of Golden State Boulevard and Kathryn Avenue, Fresno, California Page 16 Boulevard and Class II bike lanes on Herndon Avenue west of Golden State Boulevard. Class II bike lanes are also planned on Golden State Boulevard south of Herndon Avenue. The Project is not expected to disrupt or impede existing or planned bicycle facilities. Pedestrian connectivity is well established in the developed areas in the vicinity of the Project site. The Project would be required to construct sidewalks along its frontage. The Project is not expected to disrupt or impede existing or planned pedestrian facilities. Fresno Area Express (FAX) provides bus service to the Fresno area. FAX Route 45 is the nearest route to the Project site, with a stop at the intersection of Herndon and Milburn Avenues approximately 2.3 miles from the Project site. The Project is not expected to disrupt or impede existing transit facilities. Thank you for the opportunity to perform this traffic impact study. Please feel free to contact our office if you have any questions. PETERS ENGINEERING GROUP John Rowland, PE, TE Attachments: Figures 1 through 11 Traffic Count Data Sheets Fresno County Travel Model Intersection Analysis Sheets Mitigated Intersection Analysis Sheets FIGURES TRAFFIC COUNT DATA SHEETS Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenue www.metrotrafficdata.com Clovis, CA 93612 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 12 190 0 8 0 72 5 7 4 0 7 0 0 0 0 0 7:15 AM - 7:30 AM 12 257 0 11 0 95 7 11 8 0 4 0 0 0 0 0 7:30 AM - 7:45 AM 14 209 0 6 0 93 5 9 4 0 4 0 0 0 0 0 7:45 AM - 8:00 AM 7 218 0 9 0 117 8 5 3 0 2 0 0 0 0 0 8:00 AM - 8:15 AM 5 116 0 4 0 111 5 5 2 0 5 0 0 0 0 0 8:15 AM - 8:30 AM 5 132 0 10 0 114 5 7 4 0 2 0 0 0 0 0 8:30 AM - 8:45 AM 9 117 0 9 0 91 3 15 3 0 1 0 0 0 0 0 8:45 AM - 9:00 AM 6 101 0 10 0 99 4 14 3 0 5 1 0 0 0 0 TOTAL 70 1340 0 67 0 792 42 73 31 0 30 1 0 0 0 0 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 1 107 0 5 0 196 0 14 2 0 1 0 0 0 0 0 4:15 PM - 4:30 PM 1 150 0 10 0 205 4 10 2 0 4 0 0 0 0 0 4:30 PM - 4:45 PM 1 120 0 4 0 213 3 13 2 0 4 0 0 0 0 0 4:45 PM - 5:00 PM 6 113 0 8 0 200 2 8 1 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 3 137 0 10 0 177 3 5 2 0 5 0 0 0 0 0 5:15 PM - 5:30 PM 2 147 0 2 0 227 2 10 2 0 5 0 0 0 0 05:30 PM - 5:45 PM 2 128 0 5 0 160 1 5 1 0 1 0 0 0 0 0 5:45 PM - 6:00 PM 4 121 0 5 0 152 3 5 4 0 1 0 0 0 0 0 TOTAL 20 1023 0 49 0 1530 18 70 16 0 21 0 0 0 0 0 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 45 874 0 34 0 377 25 32 19 0 17 0 0 0 0 0 4:30 PM - 5:30 PM 12 517 0 24 0 817 10 36 7 0 14 0 0 0 0 0 PHF Trucks PHF AM 0.886 4.9%PM 10 817 0 0.903 PM 0.894 4.4%AM 25 377 0 0.804 PHF 0.75 0.75 AM PM 7 19 0 0 0 0 0 0 14 17 0 0 PM AM PHF ##########PHF 0.854 45 874 0 AM 0.888 12 517 0 PM Turning Movement Report Southbound Golden State Blvd @ Site Driveway Fresno Thursday, August 31, 2017 Clear Eastbound 36.8351 -119.9186 Page 1 of 3Golden State Blvd Golden State Blvd Site Driveway Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenue www.metrotrafficdata.com Clovis, CA 93612 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 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 4:30 PM - 5:30 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 Golden State Blvd @ Site Driveway 36.8351 Fresno -119.9186 Thursday, August 31, 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 Golden State Blvd Site Driveway 0 Golden State Blvd 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: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenuewww.metrotrafficdata.com Clovis, CA 93612 Visalia, CA 93277 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPEN/A Turning Movement Report Golden State Blvd @ Site Driveway Fresno Thursday, August 31, 2017 Golden State Blvd Site Driveway Clear One-Way Stop COMMENTS Page 3 of 3 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenue www.metrotrafficdata.com Clovis, CA 93612 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 21 192 0 8 0 77 2 7 10 0 22 1 0 0 0 0 7:15 AM - 7:30 AM 21 258 0 11 0 95 4 11 11 0 25 0 0 0 0 0 7:30 AM - 7:45 AM 12 211 0 6 0 97 0 9 12 0 26 3 0 0 0 0 7:45 AM - 8:00 AM 19 222 0 9 0 117 2 5 3 0 22 0 0 0 0 0 8:00 AM - 8:15 AM 17 116 0 4 0 110 6 5 5 0 24 0 0 0 0 0 8:15 AM - 8:30 AM 18 131 0 10 0 115 1 7 6 0 14 0 0 0 0 0 8:30 AM - 8:45 AM 14 118 0 9 0 92 0 15 8 0 17 0 0 0 0 0 8:45 AM - 9:00 AM 12 100 0 10 0 103 1 13 7 0 15 0 0 0 0 0 TOTAL 134 1348 0 67 0 806 16 72 62 0 165 4 0 0 0 0 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 12 105 0 5 0 196 1 14 3 0 9 0 0 0 0 0 4:15 PM - 4:30 PM 16 149 0 10 0 207 2 10 2 0 14 0 0 0 0 0 4:30 PM - 4:45 PM 13 117 0 4 0 213 4 13 4 0 17 0 0 0 0 0 4:45 PM - 5:00 PM 14 116 0 8 0 197 3 8 3 0 12 0 0 0 0 0 5:00 PM - 5:15 PM 22 136 0 10 1 177 4 5 4 0 27 0 0 0 0 0 5:15 PM - 5:30 PM 12 145 0 2 0 228 4 10 4 0 18 0 0 0 0 05:30 PM - 5:45 PM 25 130 0 5 0 159 2 5 0 0 5 0 0 0 0 0 5:45 PM - 6:00 PM 13 120 0 5 0 150 3 5 5 0 6 0 0 0 0 0 TOTAL 127 1018 0 49 1 1527 23 70 25 0 108 0 0 0 0 0 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 73 883 0 34 0 386 8 32 36 0 95 4 0 0 0 0 4:30 PM - 5:30 PM 61 514 0 24 1 815 15 36 15 0 74 0 0 0 0 0 PHF Trucks PHF AM 0.894 4.7%PM 15 815 1 0.895 PM 0.909 4.0%AM 8 386 0 0.828 PHF 0.718 0.862 AM PM 15 36 0 0 0 0 0 0 74 95 0 0 PM AM PHF ##########PHF 0.857 73 883 0 AM 0.91 61 514 0 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Golden State Blvd Golden State Blvd Katherine Ave Northbound Westbound Turning Movement Report Southbound Golden State Blvd @ Kathryn Ave Fresno Thursday, August 31, 2017 Clear Eastbound 36.8349 -119.9180 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenue www.metrotrafficdata.com Clovis, CA 93612 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 1 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 1 0 0 0 0 0 0 0 2 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 1 0 0 0 1 0 0 0 0 0 0 0 2 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 1 0 0 0 1 0 0 0 0 0 0 0 2 4:30 PM - 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 4 PM 0 0 0 0 PM Peak Total 0 0 AM 0 0 0 1 Peds <>0 2 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>0 0 Peds <>1 0 0 0 AM 0 0 0 0 PM Westbound Bikes W.Leg Peds Golden State Blvd Katherine Ave 0 Golden State Blvd 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 Golden State Blvd @ Kathryn Ave 36.8349 Fresno -119.9180 Thursday, August 31, 2017 Clear Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenuewww.metrotrafficdata.com Clovis, CA 93612 Visalia, CA 93277 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPE Katherine Ave Clear One-Way Stop COMMENTS Page 3 of 3 N/A Turning Movement Report Golden State Blvd @ Kathryn Ave Fresno Thursday, August 31, 2017 Golden State Blvd Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenue www.metrotrafficdata.com Clovis, CA 93612 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 17 27 7 20 45 35 20 19 31 81 14 21 17 230 156 13 7:15 AM - 7:30 AM 8 25 7 21 78 29 19 16 33 87 18 13 21 173 198 4 7:30 AM - 7:45 AM 19 26 13 18 84 25 18 12 32 150 9 26 23 117 185 6 7:45 AM - 8:00 AM 20 39 14 19 71 32 36 22 38 148 14 22 34 180 167 11 8:00 AM - 8:15 AM 26 18 20 17 93 26 12 12 27 167 22 18 31 123 102 9 8:15 AM - 8:30 AM 30 18 21 22 85 23 20 14 26 100 19 20 29 139 91 11 8:30 AM - 8:45 AM 16 24 16 15 79 25 8 12 31 111 30 26 17 116 80 12 8:45 AM - 9:00 AM 24 26 11 17 84 17 18 7 25 95 26 17 26 93 72 3 TOTAL 160 203 109 149 619 212 151 114 243 939 152 163 198 1171 1051 69 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 26 24 20 7 150 45 14 13 25 153 34 13 14 106 76 8 4:15 PM - 4:30 PM 21 27 24 13 156 39 23 12 30 148 27 18 21 129 103 11 4:30 PM - 4:45 PM 19 33 24 18 164 41 14 11 31 170 22 13 25 115 62 5 4:45 PM - 5:00 PM 18 26 19 11 169 40 9 14 41 163 22 12 27 117 69 3 5:00 PM - 5:15 PM 27 32 23 7 151 44 15 21 29 195 35 10 36 141 91 5 5:15 PM - 5:30 PM 29 33 24 14 166 41 15 20 33 158 31 9 19 138 94 95:30 PM - 5:45 PM 24 36 30 19 107 47 13 12 29 259 51 12 25 134 105 4 5:45 PM - 6:00 PM 26 27 25 16 98 41 18 8 28 151 40 16 24 150 77 4 TOTAL 190 238 189 105 1161 338 121 111 246 1397 262 103 191 1030 677 49 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 64 117 41 78 278 121 93 69 134 466 55 82 95 700 706 34 4:45 PM - 5:45 PM 98 127 96 51 593 172 52 67 132 775 139 43 107 530 359 21 PHF Trucks PHF AM 0.905 9.2%PM 52 172 593 0.92 PM 0.924 5.7%AM 93 121 278 0.885 PHF 0.771 0.819 AM PM 132 134 706 359 775 466 700 530 139 55 95 107 PM AM PHF 0.931 0.929 PHF 0.76 64 117 41 AM 0.892 98 127 96 PM Turning Movement Report Southbound Golden State Blvd @ Herndon Ave Fresno Tuesday, August 29, 2017 Clear Eastbound 36.8341 -119.9157 Page 1 of 3Golden State Blvd Golden State Blvd Herndon AveHerndon 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: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenue www.metrotrafficdata.com Clovis, CA 93612 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 1 0 0 0 4:15 PM - 4:30 PM 0 0 1 0 0 0 0 1 0 0 0 1 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 1 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 1 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 1 0 0 0 0 1 0 1 0 1 1 1 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 1 0 0 0 1 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 1 0 0 1 0 0 0 0 PM AM Peds <>0 0 Peds <>0 0 0 0 AM 0 0 0 0 PM Turning Movement Report Golden State Blvd @ Herndon Ave 36.8341 Fresno -119.9157 Tuesday, August 29, 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 Golden State Blvd Herndon Ave Herndon Ave Golden State Blvd 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: Peters Engineering Group 800-975-6938 Phone/Fax 952 Pollasky Avenuewww.metrotrafficdata.com Clovis, CA 93612 Visalia, CA 93277 LOCATION N/S STREET COUNTY E/W STREET COLLECTION DATE WEATHER CYCLE TIME CONTROL TYPE131 Seconds Turning Movement Report Golden State Blvd @ Herndon Ave Fresno Tuesday, August 29, 2017 Golden State Blvd Herndon Ave Clear Signal COMMENTS All approaches have protected left turns. Westbound right turns overlap southbound left turns. Page 3 of 3 FRESNO COUNTY TRAVEL MODEL Select Zone Analysis Request 952 Pollasky Avenue Clovis, California 93612 (559) 299-1544 www.peters-engineering.com REQUEST FOR SELECT ZONE ANALYSIS DATE: April 27, 2017 PETERS ENGINEERING GROUP JOB NUMBER: 17-023.01 PROJECT NAME: Proposed Tentative Parcel Map PROJECT DESCRIPTION: The proposed project is tentative parcel map with four commercial lots is located on the west side of Golden State Boulevard north of Kathryn Avenue. The project site is planned for freeway corridor commercial uses. The preliminary site plan indicates two fast- food restaurants with drive through windows, a gas station/mini mart, and a sit-down restaurant. Figure 1, Site Vicinity Map, and Figure 2, Site Plan are attached. SITE ACREAGE: The site covers approximately 3.92 gross acres. SITE ACCESS LOCATIONS: Site access is expected to be taken from two driveways connecting to Golden State Boulevard plus reciprocal access to the existing development to the south. We understand that the applicant is requesting a driveway with a dedicated left-turn into the site and also allowing left turns out of the site. SPECIAL NETWORK INSTRUCTIONS: Create a new TAZ for a year 2040 model run. The TAZ will have one connection directly to Golden State Boulevard (Node 5076). See the attached Figure 3. MODELING REQUEST: We are requesting a year 2040 select zone analysis with ITE volumes for the new TAZ and the year 2040 peak hour volumes and no additional network changes. We would also like a Zero-Project 2040 model run. ITE PROJECT TRIP GENERATION: Project Trip Generation Land Use Size Daily A.M. Peak Hour P.M. Peak Hour Rate Total Rate In:Out In Out Total Rate In:Out In Out Total Gas Station with Convenience Market (945) 12 fueling positions 162.78 1,954 10.16 50:50 61 61 122 13.51 50:50 81 81 162 Fast Food Restaurant with Dive-Through Window (934) 5,074 sq. ft. 496.12 2,518 45.42 51:49 118 113 231 32.65 52:48 80 86 166 High-Turnover (Sit- Down) Restaurant (932) 4,325 sq. ft. 127.15 550 10.81 55:45 26 21 47 9.85 60:40 26 17 43 TOTALS - - 5,022 - - 205 195 400 - - 187 184 371 Licensed to Peters EngineeringHern/GrantHern/GrantSR 99GrantlandGrantlandP a rk w a yParkwayGolden StateGolden StateGolden StateGolden StateHerndonHerndonHerndonHerndonHerndonHerndonHerndonHerndonGolden stateGolden StateSR 99SR 99H ern d on /99 SRH e rn d o n /9 9 SR 99te/99Golden StateGolden stateHerndonHerndonBryanBryanBullard DiagBullard DiagG State/99Herndon/99GrantlandGrantlandGrantlandGrantlandBullard DiagBullard DiagBullard D iagBullard D iagB ullard D iag B ullard D iagB u llard D iagB u llard D iagndondonParkwayParkw ayBryanBryanBryan Bryan SR 992332342352362387837841551155215582015223922402241224232783393396539723974397845835076579958375838604267156718672167226723800480348036122161221712218122191227012271122721227312287122881228912359 Select Zone Analysis Results Licensed to Peters Engineering Travel Model Output Licensed to Peters Engineering Licensed to Peters Engineering INTERSECTION ANALYSIS SHEETS 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 19 17 45 874 377 25 Future Vol, veh/h 19 17 45 874 377 25 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 85 85 81 81 Heavy Vehicles, % 4 44444 Mvmt Flow 22 19 53 1028 465 31 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1111 258 501 0 - 0 Stage 1 486 ----- Stage 2 625 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 200 735 1046 - - - Stage 1 578 ----- Stage 2 490 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 188 728 1041 - - - Mov Cap-2 Maneuver 188 ----- Stage 1 575 ----- Stage 2 463 ----- Approach EB NB SB HCM Control Delay, s 19.5 0.4 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1041 - 289 - - HCM Lane V/C Ratio 0.051 - 0.142 - - HCM Control Delay (s) 8.6 - 19.5 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0.2 - 0.5 - - 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 1.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 36 95 73 883 386 8 Future Vol, veh/h 36 95 73 883 386 8 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 86 86 86 86 83 83 Heavy Vehicles, % 4 44444 Mvmt Flow 42 110 85 1027 465 10 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1158 243 470 0 - 0 Stage 1 470 ----- Stage 2 688 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 186 752 1074 - - - Stage 1 589 ----- Stage 2 455 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 170 745 1069 - - - Mov Cap-2 Maneuver 297 ----- Stage 1 586 ----- Stage 2 417 ----- Approach EB NB SB HCM Control Delay, s 14.6 0.7 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1069 - 527 - - HCM Lane V/C Ratio 0.079 - 0.289 - - HCM Control Delay (s) 8.7 - 14.6 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0.3 - 1.2 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 466 55 95 700 706 64 117 41 278 121 93 Future Volume (veh/h) 134 466 55 95 700 706 64 117 41 278 121 93 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 Adj Flow Rate, veh/h 163 568 67 102 753 759 84 154 54 312 136 104 Adj No. of Lanes 231121221221 Peak Hour Factor 0.82 0.82 0.82 0.93 0.93 0.93 0.76 0.76 0.76 0.89 0.89 0.89 Percent Heavy Veh, %999999999999 Cap, veh/h 239 2163 671 127 1514 854 169 423 187 389 650 289 Arrive On Green 0.07 0.45 0.45 0.08 0.46 0.46 0.05 0.13 0.13 0.12 0.20 0.20 Sat Flow, veh/h 3221 4759 1477 1660 3312 1477 3221 3312 1464 3221 3312 1470 Grp Volume(v), veh/h 163 568 67 102 753 759 84 154 54 312 136 104 Grp Sat Flow(s),veh/h/ln 1610 1586 1477 1660 1656 1477 1610 1656 1464 1610 1656 1470 Q Serve(g_s), s 4.0 6.0 2.1 4.9 12.9 36.1 2.1 3.4 2.7 7.6 2.8 5.0 Cycle Q Clear(g_c), s 4.0 6.0 2.1 4.9 12.9 36.1 2.1 3.4 2.7 7.6 2.8 5.0 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 239 2163 671 127 1514 854 169 423 187 389 650 289 V/C Ratio(X) 0.68 0.26 0.10 0.80 0.50 0.89 0.50 0.36 0.29 0.80 0.21 0.36 Avail Cap(c_a), veh/h 398 2293 712 164 1514 854 318 1400 619 438 1523 676 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 36.5 13.7 12.6 36.7 15.4 14.8 37.3 32.3 32.0 34.6 27.3 28.1 Incr Delay (d2), s/veh 3.4 0.1 0.1 19.0 0.3 11.3 2.3 0.5 0.8 9.3 0.2 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 1.9 2.6 0.9 2.9 5.9 17.3 1.0 1.6 1.1 3.9 1.3 2.1 LnGrp Delay(d),s/veh 40.0 13.7 12.7 55.7 15.7 26.1 39.6 32.8 32.8 43.9 27.4 28.9 LnGrp LOS D BBEBCDCCDCC Approach Vol, veh/h 798 1614 292 552 Approach Delay, s/veh 19.0 23.1 34.7 37.0 Approach LOS B C C D Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 13.8 15.2 10.2 41.7 8.2 20.8 10.0 41.9 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 11.0 34.2 8.0 39.0 8.0 37.2 10.0 37.0 Max Q Clear Time (g_c+I1), s 9.6 5.4 6.9 8.0 4.1 7.0 6.0 38.1 Green Ext Time (p_c), s 0.2 2.1 0.0 15.2 0.1 2.2 0.2 0.0 Intersection Summary HCM 2010 Ctrl Delay 25.5 HCM 2010 LOS C 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 163 568 67 102 753 759 84 154 54 312 136 104 v/c Ratio 0.40 0.37 0.12 0.52 0.72 0.79 0.25 0.36 0.20 0.60 0.18 0.26 Control Delay 32.3 18.1 2.2 42.8 25.3 11.7 32.7 31.2 3.6 34.2 26.2 8.4 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 32.3 18.1 2.2 42.8 25.3 11.7 32.7 31.2 3.6 34.2 26.2 8.4 Queue Length 50th (ft) 32 65 0 41 145 65 17 31 0 63 25 0 Queue Length 95th (ft) 62 85 9 #116 216 220 35 54 2 #122 55 39 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 475 2745 882 196 1812 957 380 1675 785 522 1822 848 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.34 0.21 0.08 0.52 0.42 0.79 0.22 0.09 0.07 0.60 0.07 0.12 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 7 14 12 517 817 10 Future Vol, veh/h 7 14 12 517 817 10 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 90 90 89 89 Heavy Vehicles, % 4 44444 Mvmt Flow 8 16 13 574 918 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1248 475 934 0 - 0 Stage 1 929 ----- Stage 2 319 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 163 531 716 - - - Stage 1 340 ----- Stage 2 704 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 159 526 713 - - - Mov Cap-2 Maneuver 159 ----- Stage 1 338 ----- Stage 2 688 ----- Approach EB NB SB HCM Control Delay, s 18.2 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 713 - 297 - - HCM Lane V/C Ratio 0.019 - 0.08 - - HCM Control Delay (s) 10.1 - 18.2 - - HCM Lane LOS B - C - - HCM 95th %tile Q(veh) 0.1 - 0.3 - - 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 15 74 61 514 815 15 Future Vol, veh/h 15 74 61 514 815 15 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 91 91 90 90 Heavy Vehicles, % 4 44444 Mvmt Flow 17 84 67 565 906 17 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1332 463 911 0 - 0 Stage 1 911 ----- Stage 2 421 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 143 540 731 - - - Stage 1 348 ----- Stage 2 624 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 129 535 728 - - - Mov Cap-2 Maneuver 250 ----- Stage 1 346 ----- Stage 2 564 ----- Approach EB NB SB HCM Control Delay, s 15.3 1.1 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 728 - 449 - - HCM Lane V/C Ratio 0.092 - 0.225 - - HCM Control Delay (s) 10.4 - 15.3 - - HCM Lane LOS B - C - - HCM 95th %tile Q(veh) 0.3 - 0.9 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 132 775 139 107 530 359 98 127 96 593 172 52 Future Volume (veh/h) 132 775 139 107 530 359 98 127 96 593 172 52 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 Adj Flow Rate, veh/h 171 1006 181 115 570 386 110 143 108 645 187 57 Adj No. of Lanes 231121221221 Peak Hour Factor 0.77 0.77 0.77 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Percent Heavy Veh, %666666666666 Cap, veh/h 245 1707 529 143 1220 880 175 496 220 731 1068 476 Arrive On Green 0.07 0.35 0.35 0.08 0.36 0.36 0.05 0.15 0.15 0.22 0.31 0.31 Sat Flow, veh/h 3312 4893 1517 1707 3406 1517 3312 3406 1508 3312 3406 1516 Grp Volume(v), veh/h 171 1006 181 115 570 386 110 143 108 645 187 57 Grp Sat Flow(s),veh/h/ln 1656 1631 1517 1707 1703 1517 1656 1703 1508 1656 1703 1516 Q Serve(g_s), s 4.5 14.9 7.8 5.9 11.4 12.7 2.9 3.3 5.8 16.7 3.5 2.4 Cycle Q Clear(g_c), s 4.5 14.9 7.8 5.9 11.4 12.7 2.9 3.3 5.8 16.7 3.5 2.4 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 245 1707 529 143 1220 880 175 496 220 731 1068 476 V/C Ratio(X) 0.70 0.59 0.34 0.81 0.47 0.44 0.63 0.29 0.49 0.88 0.18 0.12 Avail Cap(c_a), veh/h 412 2158 669 154 1386 954 300 1278 566 824 1817 809 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 40.0 23.6 21.3 39.8 21.9 10.5 41.0 33.7 34.8 33.3 22.0 21.6 Incr Delay (d2), s/veh 3.6 0.3 0.4 24.5 0.3 0.3 3.7 0.3 1.7 10.2 0.1 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 2.2 6.8 3.3 3.7 5.4 5.4 1.4 1.6 2.5 8.6 1.7 1.0 LnGrp Delay(d),s/veh 43.5 23.9 21.7 64.4 22.2 10.9 44.8 34.0 36.5 43.5 22.1 21.8 LnGrp LOS D C C E C B DCDDCC Approach Vol, veh/h 1358 1071 361 889 Approach Delay, s/veh 26.1 22.6 38.0 37.6 Approach LOS CCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 23.5 17.8 11.4 35.7 8.7 32.6 10.6 36.6 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 22.0 33.2 8.0 39.0 8.0 47.2 11.0 36.0 Max Q Clear Time (g_c+I1), s 18.7 7.8 7.9 16.9 4.9 5.5 6.5 14.7 Green Ext Time (p_c), s 0.9 2.4 0.0 12.9 0.1 2.5 0.2 12.6 Intersection Summary HCM 2010 Ctrl Delay 29.0 HCM 2010 LOS C 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 171 1006 181 115 570 386 110 143 108 645 187 57 v/c Ratio 0.45 0.67 0.31 0.69 0.58 0.38 0.36 0.38 0.39 0.73 0.19 0.12 Control Delay 39.1 27.4 4.9 61.1 28.0 2.0 40.5 38.2 9.8 34.3 23.9 2.8 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 39.1 27.4 4.9 61.1 28.0 2.0 40.5 38.2 9.8 34.3 23.9 2.8 Queue Length 50th (ft) 42 163 0 58 131 0 27 36 0 154 38 0 Queue Length 95th (ft) 68 176 25 #160 193 32 57 69 35 #270 72 13 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 444 2336 809 166 1501 1024 323 1384 683 889 1968 904 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.39 0.43 0.22 0.69 0.38 0.38 0.34 0.10 0.16 0.73 0.10 0.06 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 11.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 89 65 142 839 378 67 Future Vol, veh/h 89 65 142 839 378 67 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 85 85 81 81 Heavy Vehicles, % 4 44444 Mvmt Flow 101 74 167 987 467 83 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1346 285 554 0 - 0 Stage 1 513 ----- Stage 2 833 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 140 706 999 - - - Stage 1 560 ----- Stage 2 382 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 115 699 994 - - - Mov Cap-2 Maneuver 115 ----- Stage 1 557 ----- Stage 2 316 ----- Approach EB NB SB HCM Control Delay, s 116.1 1.4 0 HCM LOS F Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 994 - 178 - - HCM Lane V/C Ratio 0.168 - 0.983 - - HCM Control Delay (s) 9.4 - 116.1 - - HCM Lane LOS A - F - - HCM 95th %tile Q(veh) 0.6 - 7.9 - - 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 2.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 44 128 105 937 469 8 Future Vol, veh/h 44 128 105 937 469 8 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 86 86 86 86 83 83 Heavy Vehicles, % 4 44444 Mvmt Flow 51 149 122 1090 565 10 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1364 293 570 0 - 0 Stage 1 570 ----- Stage 2 794 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 136 697 985 - - - Stage 1 524 ----- Stage 2 401 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 118 690 980 - - - Mov Cap-2 Maneuver 242 ----- Stage 1 522 ----- Stage 2 349 ----- Approach EB NB SB HCM Control Delay, s 18.3 0.9 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 980 - 468 - - HCM Lane V/C Ratio 0.125 - 0.427 - - HCM Control Delay (s) 9.2 - 18.3 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0.4 - 2.1 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 183 466 55 95 700 731 64 129 41 301 133 140 Future Volume (veh/h) 183 466 55 95 700 731 64 129 41 301 133 140 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 Adj Flow Rate, veh/h 223 568 67 102 753 786 84 170 54 338 149 157 Adj No. of Lanes 231121221221 Peak Hour Factor 0.82 0.82 0.82 0.93 0.93 0.93 0.76 0.76 0.76 0.89 0.89 0.89 Percent Heavy Veh, %999999999999 Cap, veh/h 298 2158 670 127 1449 833 164 440 195 408 691 307 Arrive On Green 0.09 0.45 0.45 0.08 0.44 0.44 0.05 0.13 0.13 0.13 0.21 0.21 Sat Flow, veh/h 3221 4759 1477 1660 3312 1477 3221 3312 1465 3221 3312 1471 Grp Volume(v), veh/h 223 568 67 102 753 786 84 170 54 338 149 157 Grp Sat Flow(s),veh/h/ln 1610 1586 1477 1660 1656 1477 1610 1656 1465 1610 1656 1471 Q Serve(g_s), s 5.7 6.3 2.2 5.1 14.0 37.0 2.1 4.0 2.8 8.7 3.2 8.0 Cycle Q Clear(g_c), s 5.7 6.3 2.2 5.1 14.0 37.0 2.1 4.0 2.8 8.7 3.2 8.0 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 298 2158 670 127 1449 833 164 440 195 408 691 307 V/C Ratio(X) 0.75 0.26 0.10 0.80 0.52 0.94 0.51 0.39 0.28 0.83 0.22 0.51 Avail Cap(c_a), veh/h 381 2194 681 157 1449 833 305 1339 592 419 1457 647 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 37.4 14.3 13.2 38.4 17.3 17.2 39.1 33.5 33.0 36.0 27.7 29.6 Incr Delay (d2), s/veh 6.0 0.1 0.1 20.9 0.3 18.8 2.5 0.6 0.8 12.8 0.2 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 2.7 0.9 3.1 6.4 21.1 1.0 1.9 1.2 4.6 1.5 3.3 LnGrp Delay(d),s/veh 43.4 14.4 13.3 59.3 17.7 36.0 41.6 34.1 33.8 48.9 27.9 31.0 LnGrp LOS D BBEBDDCCDCC Approach Vol, veh/h 858 1641 308 644 Approach Delay, s/veh 21.9 29.0 36.1 39.6 Approach LOS CCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 14.7 16.1 10.5 43.2 8.3 22.5 11.8 41.9 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 11.0 34.2 8.0 39.0 8.0 37.2 10.0 37.0 Max Q Clear Time (g_c+I1), s 10.7 6.0 7.1 8.3 4.1 10.0 7.7 39.0 Green Ext Time (p_c), s 0.0 2.5 0.0 15.4 0.1 2.5 0.2 0.0 Intersection Summary HCM 2010 Ctrl Delay 29.8 HCM 2010 LOS C 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 223 568 67 102 753 786 84 170 54 338 149 157 v/c Ratio 0.51 0.36 0.12 0.53 0.73 0.85 0.26 0.39 0.19 0.66 0.20 0.35 Control Delay 34.1 18.0 2.2 43.9 25.9 16.1 33.2 31.6 3.6 37.0 26.3 7.8 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 34.1 18.0 2.2 43.9 25.9 16.1 33.2 31.6 3.6 37.0 26.3 7.8 Queue Length 50th (ft) 45 65 0 42 150 101 17 35 0 71 28 0 Queue Length 95th (ft) 81 86 10 #118 219 #319 35 58 2 #145 60 47 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 465 2686 865 191 1773 930 372 1639 770 511 1783 856 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.48 0.21 0.08 0.53 0.42 0.85 0.23 0.10 0.07 0.66 0.08 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 7.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 60 58 102 495 816 49 Future Vol, veh/h 60 58 102 495 816 49 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 90 90 89 89 Heavy Vehicles, % 4 44444 Mvmt Flow 68 66 113 550 917 55 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1456 496 977 0 - 0 Stage 1 949 ----- Stage 2 507 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 118 514 690 - - - Stage 1 332 ----- Stage 2 564 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 98 509 687 - - - Mov Cap-2 Maneuver 98 ----- Stage 1 330 ----- Stage 2 469 ----- Approach EB NB SB HCM Control Delay, s 87.4 1.9 0 HCM LOS F Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 687 - 162 - - HCM Lane V/C Ratio 0.165 - 0.828 - - HCM Control Delay (s) 11.3 - 87.4 - - HCM Lane LOS B - F - - HCM 95th %tile Q(veh) 0.6 - 5.6 - - 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 19 102 75 578 886 15 Future Vol, veh/h 19 102 75 578 886 15 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 91 91 90 90 Heavy Vehicles, % 4 44444 Mvmt Flow 22 116 82 635 984 17 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1476 502 989 0 - 0 Stage 1 989 ----- Stage 2 487 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 115 509 683 - - - Stage 1 316 ----- Stage 2 578 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 100 504 680 - - - Mov Cap-2 Maneuver 219 ----- Stage 1 314 ----- Stage 2 506 ----- Approach EB NB SB HCM Control Delay, s 17.8 1.3 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 680 - 418 - - HCM Lane V/C Ratio 0.121 - 0.329 - - HCM Control Delay (s) 11 - 17.8 - - HCM Lane LOS B - C - - HCM 95th %tile Q(veh) 0.4 - 1.4 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 177 775 139 107 530 381 98 138 96 613 182 93 Future Volume (veh/h) 177 775 139 107 530 381 98 138 96 613 182 93 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 Adj Flow Rate, veh/h 230 1006 181 115 570 410 110 155 108 666 198 101 Adj No. of Lanes 231121221221 Peak Hour Factor 0.77 0.77 0.77 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Percent Heavy Veh, %666666666666 Cap, veh/h 305 1694 525 142 1150 855 172 502 222 745 1091 486 Arrive On Green 0.09 0.35 0.35 0.08 0.34 0.34 0.05 0.15 0.15 0.23 0.32 0.32 Sat Flow, veh/h 3312 4893 1517 1707 3406 1517 3312 3406 1508 3312 3406 1516 Grp Volume(v), veh/h 230 1006 181 115 570 410 110 155 108 666 198 101 Grp Sat Flow(s),veh/h/ln 1656 1631 1517 1707 1703 1517 1656 1703 1508 1656 1703 1516 Q Serve(g_s), s 6.1 15.2 8.0 6.0 12.0 14.6 2.9 3.7 5.9 17.5 3.8 4.4 Cycle Q Clear(g_c), s 6.1 15.2 8.0 6.0 12.0 14.6 2.9 3.7 5.9 17.5 3.8 4.4 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 305 1694 525 142 1150 855 172 502 222 745 1091 486 V/C Ratio(X) 0.76 0.59 0.34 0.81 0.50 0.48 0.64 0.31 0.49 0.89 0.18 0.21 Avail Cap(c_a), veh/h 405 2122 658 152 1363 950 295 1257 557 810 1787 796 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 39.8 24.2 21.8 40.5 23.7 11.8 41.8 34.3 35.2 33.8 22.1 22.3 Incr Delay (d2), s/veh 5.6 0.3 0.4 25.4 0.3 0.4 3.9 0.3 1.6 11.7 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 3.0 6.9 3.4 3.8 5.7 6.2 1.4 1.7 2.6 9.2 1.8 1.9 LnGrp Delay(d),s/veh 45.4 24.5 22.2 65.9 24.0 12.2 45.7 34.6 36.9 45.6 22.1 22.5 LnGrp LOS D C C E C B DCDDCC Approach Vol, veh/h 1417 1095 373 965 Approach Delay, s/veh 27.6 24.0 38.5 38.3 Approach LOS CCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 24.2 18.2 11.5 36.0 8.7 33.7 12.3 35.3 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 22.0 33.2 8.0 39.0 8.0 47.2 11.0 36.0 Max Q Clear Time (g_c+I1), s 19.5 7.9 8.0 17.2 4.9 6.4 8.1 16.6 Green Ext Time (p_c), s 0.7 2.7 0.0 12.9 0.1 2.8 0.2 12.0 Intersection Summary HCM 2010 Ctrl Delay 30.3 HCM 2010 LOS C 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 230 1006 181 115 570 410 110 155 108 666 198 101 v/c Ratio 0.56 0.68 0.31 0.70 0.61 0.40 0.37 0.40 0.38 0.75 0.20 0.20 Control Delay 40.9 27.6 5.0 61.7 29.1 2.1 40.8 38.3 9.6 35.6 23.9 6.6 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 40.9 27.6 5.0 61.7 29.1 2.1 40.8 38.3 9.6 35.6 23.9 6.6 Queue Length 50th (ft) 57 164 0 58 135 0 27 39 0 161 40 0 Queue Length 95th (ft) 89 178 25 #161 195 34 58 74 35 #286 75 37 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 442 2324 806 165 1493 1020 321 1377 680 885 1958 905 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.52 0.43 0.22 0.70 0.38 0.40 0.34 0.11 0.16 0.75 0.10 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 24.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 89 65 142 990 507 67 Future Vol, veh/h 89 65 142 990 507 67 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 85 85 81 81 Heavy Vehicles, % 4 44444 Mvmt Flow 101 74 167 1165 626 83 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1593 364 714 0 - 0 Stage 1 672 ----- Stage 2 921 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver ~ 96 627 869 - - - Stage 1 464 ----- Stage 2 343 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver ~ 77 621 865 - - - Mov Cap-2 Maneuver ~ 77 ----- Stage 1 462 ----- Stage 2 275 ----- Approach EB NB SB HCM Control Delay, s$ 301.4 1.3 0 HCM LOS F Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 865 - 122 - - HCM Lane V/C Ratio 0.193 - 1.434 - - HCM Control Delay (s) 10.2 -$ 301.4 - - HCM Lane LOS B - F - - HCM 95th %tile Q(veh) 0.7 - 12.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 2.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 44 128 105 1088 598 8 Future Vol, veh/h 44 128 105 1088 598 8 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 86 86 86 86 83 83 Heavy Vehicles, % 4 44444 Mvmt Flow 51 149 122 1265 720 10 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1607 370 725 0 - 0 Stage 1 725 ----- Stage 2 882 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 94 621 860 - - - Stage 1 435 ----- Stage 2 360 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 80 615 856 - - - Mov Cap-2 Maneuver 199 ----- Stage 1 433 ----- Stage 2 307 ----- Approach EB NB SB HCM Control Delay, s 22.6 0.9 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 856 - 401 - - HCM Lane V/C Ratio 0.143 - 0.499 - - HCM Control Delay (s) 9.9 - 22.6 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0.5 - 2.7 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 203 583 63 109 805 844 74 147 49 371 151 154 Future Volume (veh/h) 203 583 63 109 805 844 74 147 49 371 151 154 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 Adj Flow Rate, veh/h 248 711 77 117 866 908 97 193 64 417 170 173 Adj No. of Lanes 231121221221 Peak Hour Factor 0.82 0.82 0.82 0.93 0.93 0.93 0.76 0.76 0.76 0.89 0.89 0.89 Percent Heavy Veh, %999999999999 Cap, veh/h 320 2093 649 144 1415 819 168 466 206 409 714 317 Arrive On Green 0.10 0.44 0.44 0.09 0.43 0.43 0.05 0.14 0.14 0.13 0.22 0.22 Sat Flow, veh/h 3221 4759 1477 1660 3312 1476 3221 3312 1466 3221 3312 1471 Grp Volume(v), veh/h 248 711 77 117 866 908 97 193 64 417 170 173 Grp Sat Flow(s),veh/h/ln 1610 1586 1477 1660 1656 1476 1610 1656 1466 1610 1656 1471 Q Serve(g_s), s 6.5 8.5 2.7 6.0 17.6 37.0 2.5 4.6 3.4 11.0 3.7 9.1 Cycle Q Clear(g_c), s 6.5 8.5 2.7 6.0 17.6 37.0 2.5 4.6 3.4 11.0 3.7 9.1 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 320 2093 649 144 1415 819 168 466 206 409 714 317 V/C Ratio(X) 0.77 0.34 0.12 0.81 0.61 1.11 0.58 0.41 0.31 1.02 0.24 0.55 Avail Cap(c_a), veh/h 372 2143 665 153 1415 819 298 1308 579 409 1423 632 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.0 16.0 14.3 38.8 19.2 19.3 40.1 33.9 33.4 37.8 28.1 30.2 Incr Delay (d2), s/veh 8.5 0.1 0.1 25.9 0.8 65.6 3.1 0.6 0.8 49.5 0.2 1.5 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 3.7 1.1 3.8 8.1 34.2 1.2 2.2 1.4 7.6 1.7 3.8 LnGrp Delay(d),s/veh 46.6 16.1 14.4 64.8 20.0 84.9 43.2 34.5 34.3 87.3 28.2 31.6 LnGrp LOS D B B E C F D C C F C C Approach Vol, veh/h 1036 1891 354 760 Approach Delay, s/veh 23.2 54.0 36.9 61.4 Approach LOS C D D E Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 15.0 17.1 11.5 43.0 8.5 23.6 12.6 41.9 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 11.0 34.2 8.0 39.0 8.0 37.2 10.0 37.0 Max Q Clear Time (g_c+I1), s 13.0 6.6 8.0 10.5 4.5 11.1 8.5 39.0 Green Ext Time (p_c), s 0.0 2.9 0.0 18.2 0.1 2.9 0.1 0.0 Intersection Summary HCM 2010 Ctrl Delay 46.0 HCM 2010 LOS D 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 248 711 77 117 866 908 97 193 64 417 170 173 v/c Ratio 0.59 0.40 0.13 0.66 0.76 0.97 0.31 0.44 0.23 0.88 0.24 0.39 Control Delay 38.8 18.1 2.8 54.6 26.4 34.8 36.6 34.3 5.1 55.0 28.5 8.1 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 38.8 18.1 2.8 54.6 26.4 34.8 36.6 34.3 5.1 55.0 28.5 8.1 Queue Length 50th (ft) 56 87 0 53 184 213 21 43 0 98 36 0 Queue Length 95th (ft) 96 109 13 #152 261 #497 41 68 7 #212 70 51 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 432 2498 811 178 1649 932 346 1524 723 475 1658 816 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.57 0.28 0.09 0.66 0.53 0.97 0.28 0.13 0.09 0.88 0.10 0.21 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 14.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 60 58 102 624 968 49 Future Vol, veh/h 60 58 102 624 968 49 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 90 90 89 89 Heavy Vehicles, % 4 44444 Mvmt Flow 68 66 113 693 1088 55 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1698 581 1148 0 - 0 Stage 1 1120 ----- Stage 2 578 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 82 452 593 - - - Stage 1 269 ----- Stage 2 519 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver ~ 66 448 590 - - - Mov Cap-2 Maneuver ~ 66 ----- Stage 1 268 ----- Stage 2 418 ----- Approach EB NB SB HCM Control Delay, s 211.5 1.8 0 HCM LOS F Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 590 - 114 - - HCM Lane V/C Ratio 0.192 - 1.176 - - HCM Control Delay (s) 12.5 - 211.5 - - HCM Lane LOS B - F - - HCM 95th %tile Q(veh) 0.7 - 8.5 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 19 102 75 707 1038 15 Future Vol, veh/h 19 102 75 707 1038 15 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 91 91 90 90 Heavy Vehicles, % 4 44444 Mvmt Flow 22 116 82 777 1153 17 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1716 587 1158 0 - 0 Stage 1 1158 ----- Stage 2 558 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 79 448 588 - - - Stage 1 257 ----- Stage 2 531 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 67 444 585 - - - Mov Cap-2 Maneuver 177 ----- Stage 1 256 ----- Stage 2 454 ----- Approach EB NB SB HCM Control Delay, s 21.1 1.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 585 - 359 - - HCM Lane V/C Ratio 0.141 - 0.383 - - HCM Control Delay (s) 12.2 - 21.1 - - HCM Lane LOS B - C - - HCM 95th %tile Q(veh) 0.5 - 1.8 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 197 930 160 123 663 471 113 157 115 732 208 101 Future Volume (veh/h) 197 930 160 123 663 471 113 157 115 732 208 101 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 Adj Flow Rate, veh/h 256 1208 208 132 713 506 127 176 129 796 226 110 Adj No. of Lanes 231121221221 Peak Hour Factor 0.77 0.77 0.77 0.93 0.93 0.93 0.89 0.89 0.89 0.92 0.92 0.92 Percent Heavy Veh, %666666666666 Cap, veh/h 322 1765 547 138 1173 861 188 532 236 736 1096 488 Arrive On Green 0.10 0.36 0.36 0.08 0.34 0.34 0.06 0.16 0.16 0.22 0.32 0.32 Sat Flow, veh/h 3312 4893 1517 1707 3406 1517 3312 3406 1509 3312 3406 1516 Grp Volume(v), veh/h 256 1208 208 132 713 506 127 176 129 796 226 110 Grp Sat Flow(s),veh/h/ln 1656 1631 1517 1707 1703 1517 1656 1703 1509 1656 1703 1516 Q Serve(g_s), s 7.5 20.7 10.1 7.6 17.2 21.5 3.7 4.5 7.8 22.0 4.8 5.2 Cycle Q Clear(g_c), s 7.5 20.7 10.1 7.6 17.2 21.5 3.7 4.5 7.8 22.0 4.8 5.2 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 322 1765 547 138 1173 861 188 532 236 736 1096 488 V/C Ratio(X) 0.80 0.68 0.38 0.96 0.61 0.59 0.68 0.33 0.55 1.08 0.21 0.23 Avail Cap(c_a), veh/h 368 1928 598 138 1239 891 268 1143 506 736 1624 723 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 43.7 26.9 23.4 45.3 26.9 13.9 45.8 37.1 38.5 38.5 24.4 24.5 Incr Delay (d2), s/veh 10.3 0.9 0.4 63.2 0.8 1.0 4.2 0.4 2.0 57.3 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 9.4 4.2 6.0 8.2 9.1 1.8 2.2 3.4 15.9 2.2 2.2 LnGrp Delay(d),s/veh 54.0 27.8 23.9 108.5 27.7 14.9 50.0 37.5 40.5 95.8 24.5 24.8 LnGrp LOS D C C F C B D D D F C C Approach Vol, veh/h 1672 1351 432 1132 Approach Delay, s/veh 31.3 30.8 42.1 74.6 Approach LOS C C D E Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 26.0 20.4 12.0 40.6 9.6 36.8 13.6 39.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 22.0 33.2 8.0 39.0 8.0 47.2 11.0 36.0 Max Q Clear Time (g_c+I1), s 24.0 9.8 9.6 22.7 5.7 7.2 9.5 23.5 Green Ext Time (p_c), s 0.0 3.0 0.0 12.5 0.1 3.2 0.1 10.1 Intersection Summary HCM 2010 Ctrl Delay 42.9 HCM 2010 LOS D 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 256 1208 208 132 713 506 127 176 129 796 226 110 v/c Ratio 0.64 0.71 0.32 0.86 0.66 0.49 0.45 0.46 0.45 0.97 0.24 0.22 Control Delay 47.2 27.7 4.3 88.0 29.6 4.1 46.0 42.1 13.0 61.3 27.1 7.0 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 47.2 27.7 4.3 88.0 29.6 4.1 46.0 42.1 13.0 61.3 27.1 7.0 Queue Length 50th (ft) 71 212 0 75 181 28 35 49 0 230 52 0 Queue Length 95th (ft) 105 220 25 #204 250 79 69 87 51 #414 91 41 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 409 2150 774 153 1381 1027 297 1274 641 818 1811 849 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.63 0.56 0.27 0.86 0.52 0.49 0.43 0.14 0.20 0.97 0.12 0.13 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 15.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 89 65 142 986 541 67 Future Vol, veh/h 89 65 142 986 541 67 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 44444 Mvmt Flow 97 71 154 1072 588 73 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1479 340 666 0 - 0 Stage 1 629 ----- Stage 2 850 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 114 650 906 - - - Stage 1 488 ----- Stage 2 374 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver ~ 94 644 902 - - - Mov Cap-2 Maneuver ~ 94 ----- Stage 1 486 ----- Stage 2 309 ----- Approach EB NB SB HCM Control Delay, s 177 1.2 0 HCM LOS F Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 902 - 147 - - HCM Lane V/C Ratio 0.171 - 1.139 - - HCM Control Delay (s) 9.8 - 177 - - HCM Lane LOS A - F - - HCM 95th %tile Q(veh) 0.6 - 9.3 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 44 128 105 1084 632 8 Future Vol, veh/h 44 128 105 1084 632 8 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 44444 Mvmt Flow 48 139 114 1178 687 9 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1514 353 692 0 - 0 Stage 1 692 ----- Stage 2 822 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 108 638 886 - - - Stage 1 453 ----- Stage 2 387 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 93 632 882 - - - Mov Cap-2 Maneuver 217 ----- Stage 1 451 ----- Stage 2 335 ----- Approach EB NB SB HCM Control Delay, s 20 0.9 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 882 - 424 - - HCM Lane V/C Ratio 0.129 - 0.441 - - HCM Control Delay (s) 9.7 - 20 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0.4 - 2.2 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 302 812 324 200 700 731 64 156 49 301 263 162 Future Volume (veh/h) 302 812 324 200 700 731 64 156 49 301 263 162 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 1743 Adj Flow Rate, veh/h 328 883 352 217 761 795 70 170 53 327 286 176 Adj No. of Lanes 231121221221 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, %999999999999 Cap, veh/h 399 1910 592 248 1413 813 144 450 199 398 711 316 Arrive On Green 0.12 0.40 0.40 0.15 0.43 0.43 0.04 0.14 0.14 0.12 0.21 0.21 Sat Flow, veh/h 3221 4759 1476 1660 3312 1476 3221 3312 1465 3221 3312 1471 Grp Volume(v), veh/h 328 883 352 217 761 795 70 170 53 327 286 176 Grp Sat Flow(s),veh/h/ln 1610 1586 1476 1660 1656 1476 1610 1656 1465 1610 1656 1471 Q Serve(g_s), s 9.3 12.8 17.6 12.0 16.0 40.0 2.0 4.4 3.0 9.3 7.0 10.0 Cycle Q Clear(g_c), s 9.3 12.8 17.6 12.0 16.0 40.0 2.0 4.4 3.0 9.3 7.0 10.0 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 399 1910 592 248 1413 813 144 450 199 398 711 316 V/C Ratio(X) 0.82 0.46 0.59 0.88 0.54 0.98 0.49 0.38 0.27 0.82 0.40 0.56 Avail Cap(c_a), veh/h 481 1980 614 266 1413 813 275 1208 535 481 1420 631 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 40.0 20.6 22.1 39.0 20.0 20.5 43.7 36.9 36.3 40.1 31.6 32.8 Incr Delay (d2), s/veh 9.3 0.2 1.5 25.1 0.4 26.0 2.5 0.5 0.7 9.3 0.4 1.5 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 4.7 5.6 7.4 7.2 7.4 25.6 0.9 2.0 1.3 4.6 3.2 4.2 LnGrp Delay(d),s/veh 49.4 20.8 23.5 64.1 20.4 46.5 46.2 37.4 37.0 49.3 32.0 34.4 LnGrp LOS D C C E CDDDDDCC Approach Vol, veh/h 1563 1773 293 789 Approach Delay, s/veh 27.4 37.5 39.5 39.7 Approach LOS CDDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 15.6 17.6 18.0 42.5 8.2 25.0 15.6 44.9 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 14.0 34.2 15.0 39.0 8.0 40.2 14.0 40.0 Max Q Clear Time (g_c+I1), s 11.3 6.4 14.0 19.6 4.0 12.0 11.3 42.0 Green Ext Time (p_c), s 0.3 3.5 0.1 14.6 0.0 3.5 0.3 0.0 Intersection Summary HCM 2010 Ctrl Delay 34.4 HCM 2010 LOS C 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 328 883 352 217 761 795 70 170 53 327 286 176 v/c Ratio 0.62 0.63 0.52 0.70 0.72 0.87 0.25 0.42 0.18 0.58 0.37 0.37 Control Delay 38.4 26.7 5.5 46.9 29.0 20.9 38.8 37.4 1.4 37.0 29.9 7.5 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 38.4 26.7 5.5 46.9 29.0 20.9 38.8 37.4 1.4 37.0 29.9 7.5 Queue Length 50th (ft) 78 139 0 103 178 173 17 42 0 78 66 0 Queue Length 95th (ft) 139 189 58 #241 253 #475 40 80 0 139 116 53 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 560 2311 888 309 1649 912 320 1410 692 560 1657 817 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.59 0.38 0.40 0.70 0.46 0.87 0.22 0.12 0.08 0.58 0.17 0.22 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 7.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 60 58 102 620 857 49 Future Vol, veh/h 60 58 102 620 857 49 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 1 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 44444 Mvmt Flow 65 63 111 674 932 53 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1527 502 990 0 - 0 Stage 1 963 ----- Stage 2 564 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 106 509 682 - - - Stage 1 326 ----- Stage 2 527 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 88 504 679 - - - Mov Cap-2 Maneuver 88 ----- Stage 1 324 ----- Stage 2 439 ----- Approach EB NB SB HCM Control Delay, s 101.2 1.6 0 HCM LOS F Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 679 - 148 - - HCM Lane V/C Ratio 0.163 - 0.867 - - HCM Control Delay (s) 11.3 - 101.2 - - HCM Lane LOS B - F - - HCM 95th %tile Q(veh) 0.6 - 5.8 - - 09/22/2017 Synchro 9 Report Intersection Int Delay, s/veh 1.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 19 102 75 703 928 15 Future Vol, veh/h 19 102 75 703 928 15 Conflicting Peds, #/hr 5 55005 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 135 - - 140 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 44444 Mvmt Flow 21 111 82 764 1009 16 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1564 514 1014 0 - 0 Stage 1 1014 ----- Stage 2 550 ----- Critical Hdwy 6.88 6.98 4.18 - - - Critical Hdwy Stg 1 5.88 ----- Critical Hdwy Stg 2 5.88 ----- Follow-up Hdwy 3.54 3.34 2.24 - - - Pot Cap-1 Maneuver 100 500 668 - - - Stage 1 307 ----- Stage 2 536 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 87 495 665 - - - Mov Cap-2 Maneuver 206 ----- Stage 1 306 ----- Stage 2 468 ----- Approach EB NB SB HCM Control Delay, s 18.1 1.1 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 665 - 406 - - HCM Lane V/C Ratio 0.123 - 0.324 - - HCM Control Delay (s) 11.2 - 18.1 - - HCM Lane LOS B - C - - HCM 95th %tile Q(veh) 0.4 - 1.4 - - 09/22/2017 Synchro 9 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 210 775 270 220 608 381 169 187 119 613 284 105 Future Volume (veh/h) 210 775 270 220 608 381 169 187 119 613 284 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 1792 Adj Flow Rate, veh/h 228 842 293 239 661 414 184 203 129 666 309 114 Adj No. of Lanes 231121221221 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, %666666666666 Cap, veh/h 295 1503 466 258 1257 890 248 538 238 717 1020 454 Arrive On Green 0.09 0.31 0.31 0.15 0.37 0.37 0.07 0.16 0.16 0.22 0.30 0.30 Sat Flow, veh/h 3312 4893 1516 1707 3406 1517 3312 3406 1509 3312 3406 1516 Grp Volume(v), veh/h 228 842 293 239 661 414 184 203 129 666 309 114 Grp Sat Flow(s),veh/h/ln 1656 1631 1516 1707 1703 1517 1656 1703 1509 1656 1703 1516 Q Serve(g_s), s 7.1 15.3 17.6 14.7 16.1 16.5 5.8 5.7 8.3 20.9 7.4 6.0 Cycle Q Clear(g_c), s 7.1 15.3 17.6 14.7 16.1 16.5 5.8 5.7 8.3 20.9 7.4 6.0 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 295 1503 466 258 1257 890 248 538 238 717 1020 454 V/C Ratio(X) 0.77 0.56 0.63 0.93 0.53 0.47 0.74 0.38 0.54 0.93 0.30 0.25 Avail Cap(c_a), veh/h 437 1799 557 258 1316 916 375 1098 487 718 1451 646 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 47.3 30.8 31.6 44.5 26.2 12.5 48.1 40.0 41.1 40.8 28.6 28.1 Incr Delay (d2), s/veh 5.0 0.3 1.7 37.2 0.3 0.4 4.4 0.4 1.9 18.5 0.2 0.3 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 3.5 6.9 7.6 9.6 7.6 7.0 2.8 2.7 3.6 11.4 3.5 2.5 LnGrp Delay(d),s/veh 52.3 31.1 33.2 81.7 26.5 12.9 52.4 40.4 43.0 59.3 28.8 28.4 LnGrp LOS D C C F C B D D D E C C Approach Vol, veh/h 1363 1314 516 1089 Approach Delay, s/veh 35.1 32.3 45.4 47.4 Approach LOS DCDD Timer 12345678 Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 26.9 21.6 20.0 37.5 11.9 36.7 13.4 44.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.9 4.0 4.9 4.0 4.9 Max Green Setting (Gmax), s 23.0 34.2 16.0 39.0 12.0 45.2 14.0 41.0 Max Q Clear Time (g_c+I1), s 22.9 10.3 16.7 19.6 7.8 9.4 9.1 18.5 Green Ext Time (p_c), s 0.0 3.8 0.0 11.9 0.2 4.0 0.3 13.1 Intersection Summary HCM 2010 Ctrl Delay 38.6 HCM 2010 LOS D 09/22/2017 Synchro 9 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 228 842 293 239 661 414 184 203 129 666 309 114 v/c Ratio 0.55 0.65 0.48 0.81 0.62 0.42 0.50 0.50 0.44 0.81 0.35 0.24 Control Delay 44.4 33.0 6.2 60.4 30.6 4.4 44.8 43.4 12.5 42.8 30.5 7.5 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 44.4 33.0 6.2 60.4 30.6 4.4 44.8 43.4 12.5 42.8 30.5 7.5 Queue Length 50th (ft) 64 159 0 135 172 28 52 58 0 188 77 0 Queue Length 95th (ft) 112 212 59 #304 250 83 95 102 53 #328 130 43 Internal Link Dist (ft) 582 374 1678 663 Turn Bay Length (ft) 270 350 170 340 170 180 300 250 Base Capacity (vph) 502 2073 803 296 1517 985 430 1266 637 825 1673 794 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c Ratio 0.45 0.41 0.36 0.81 0.44 0.42 0.43 0.16 0.20 0.81 0.18 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. MITIGATED INTERSECTION ANALYSIS SHEETS 09/25/2017 Synchro 9 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 89 65 142 839 378 67 Future Volume (veh/h) 89 65 142 839 378 67 Number 5 12 3 8 4 14 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1827 1827 1827 Adj Flow Rate, veh/h 101 74 167 987 467 83 Adj No. of Lanes 111221 Peak Hour Factor 0.88 0.88 0.85 0.85 0.81 0.81 Percent Heavy Veh, %444444 Cap, veh/h 233 208 215 2098 1214 539 Arrive On Green 0.13 0.13 0.12 0.60 0.35 0.35 Sat Flow, veh/h 1740 1553 1740 3563 3563 1542 Grp Volume(v), veh/h 101 74 167 987 467 83 Grp Sat Flow(s),veh/h/ln 1740 1553 1740 1736 1736 1542 Q Serve(g_s), s 2.0 1.6 3.5 5.9 3.8 1.4 Cycle Q Clear(g_c), s 2.0 1.6 3.5 5.9 3.8 1.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 233 208 215 2098 1214 539 V/C Ratio(X) 0.43 0.36 0.78 0.47 0.38 0.15 Avail Cap(c_a), veh/h 846 755 423 2969 1670 742 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 14.9 14.7 15.9 4.1 9.1 8.4 Incr Delay (d2), s/veh 1.3 1.0 5.9 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 0.7 2.0 2.8 1.8 0.6 LnGrp Delay(d),s/veh 16.2 15.8 21.8 4.3 9.3 8.5 LnGrp LOS B B C A A A Approach Vol, veh/h 175 1154 550 Approach Delay, s/veh 16.0 6.8 9.2 Approach LOS B A A Timer 12345678 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 9.9 9.5 18.0 27.5 Change Period (Y+Rc), s 4.9 4.9 4.9 4.9 Max Green Setting (Gmax), s 18.2 9.1 18.0 32.0 Max Q Clear Time (g_c+I1), s 4.0 5.5 5.8 7.9 Green Ext Time (p_c), s 0.4 0.1 7.0 10.4 Intersection Summary HCM 2010 Ctrl Delay 8.4 HCM 2010 LOS A 09/25/2017 Synchro 9 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 101 74 167 987 467 83 v/c Ratio 0.30 0.21 0.46 0.52 0.44 0.16 Control Delay 18.6 6.9 21.7 6.7 14.5 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.6 6.9 21.7 6.7 14.5 4.8 Queue Length 50th (ft) 21 0 35 58 50 0 Queue Length 95th (ft) 57 24 89 102 80 18 Internal Link Dist (ft) 99 260 583 Turn Bay Length (ft) 1 Base Capacity (vph) 812 754 406 2696 1606 743 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.12 0.10 0.41 0.37 0.29 0.11 Intersection Summary 09/25/2017 Synchro 9 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 60 58 102 495 816 49 Future Volume (veh/h) 60 58 102 495 816 49 Number 5 12 3 8 4 14 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1827 1827 1827 Adj Flow Rate, veh/h 68 66 113 550 917 55 Adj No. of Lanes 111221 Peak Hour Factor 0.88 0.88 0.90 0.90 0.89 0.89 Percent Heavy Veh, %444444 Cap, veh/h 228 203 159 2125 1444 642 Arrive On Green 0.13 0.13 0.09 0.61 0.42 0.42 Sat Flow, veh/h 1740 1553 1740 3563 3563 1544 Grp Volume(v), veh/h 68 66 113 550 917 55 Grp Sat Flow(s),veh/h/ln 1740 1553 1740 1736 1736 1544 Q Serve(g_s), s 1.3 1.5 2.4 2.8 8.0 0.8 Cycle Q Clear(g_c), s 1.3 1.5 2.4 2.8 8.0 0.8 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 228 203 159 2125 1444 642 V/C Ratio(X) 0.30 0.32 0.71 0.26 0.64 0.09 Avail Cap(c_a), veh/h 862 769 365 2847 1755 781 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 15.0 15.1 16.8 3.4 8.8 6.7 Incr Delay (d2), s/veh 0.7 0.9 5.7 0.1 0.5 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 0.7 1.4 1.3 3.8 0.4 LnGrp Delay(d),s/veh 15.7 16.0 22.6 3.5 9.4 6.8 LnGrp LOS B B C A A A Approach Vol, veh/h 134 663 972 Approach Delay, s/veh 15.8 6.7 9.2 Approach LOS B A A Timer 12345678 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 9.9 7.5 20.8 28.3 Change Period (Y+Rc), s 4.9 4.0 4.9 4.9 Max Green Setting (Gmax), s 18.9 8.0 19.3 31.3 Max Q Clear Time (g_c+I1), s 3.5 4.4 10.0 4.8 Green Ext Time (p_c), s 0.3 0.1 5.8 10.7 Intersection Summary HCM 2010 Ctrl Delay 8.8 HCM 2010 LOS A 09/25/2017 Synchro 9 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 68 66 113 550 917 55 v/c Ratio 0.23 0.21 0.38 0.27 0.67 0.09 Control Delay 19.9 7.8 22.8 4.5 14.7 4.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.9 7.8 22.8 4.5 14.7 4.1 Queue Length 50th (ft) 17 0 29 26 105 0 Queue Length 95th (ft) 43 24 69 50 167 16 Internal Link Dist (ft) 99 260 583 Turn Bay Length (ft) 1 Base Capacity (vph) 798 737 337 2503 1629 737 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.09 0.09 0.34 0.22 0.56 0.07 Intersection Summary 09/25/2017 Synchro 9 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 89 65 142 990 507 67 Future Volume (veh/h) 89 65 142 990 507 67 Number 5 12 3 8 4 14 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1827 1827 1827 Adj Flow Rate, veh/h 101 74 167 1165 626 83 Adj No. of Lanes 111221 Peak Hour Factor 0.88 0.88 0.85 0.85 0.81 0.81 Percent Heavy Veh, %444444 Cap, veh/h 225 201 215 2140 1352 601 Arrive On Green 0.13 0.13 0.12 0.62 0.39 0.39 Sat Flow, veh/h 1740 1553 1740 3563 3563 1543 Grp Volume(v), veh/h 101 74 167 1165 626 83 Grp Sat Flow(s),veh/h/ln 1740 1553 1740 1736 1736 1543 Q Serve(g_s), s 2.1 1.7 3.6 7.5 5.2 1.3 Cycle Q Clear(g_c), s 2.1 1.7 3.6 7.5 5.2 1.3 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 225 201 215 2140 1352 601 V/C Ratio(X) 0.45 0.37 0.78 0.54 0.46 0.14 Avail Cap(c_a), veh/h 861 769 406 2798 1628 724 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 15.5 15.3 16.4 4.3 8.8 7.6 Incr Delay (d2), s/veh 1.4 1.1 6.0 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.8 2.1 3.5 2.5 0.6 LnGrp Delay(d),s/veh 16.9 16.5 22.4 4.5 9.0 7.7 LnGrp LOS B B C A A A Approach Vol, veh/h 175 1332 709 Approach Delay, s/veh 16.7 6.7 8.9 Approach LOS B A A Timer 12345678 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 9.9 8.8 19.9 28.7 Change Period (Y+Rc), s 4.9 4.0 4.9 4.9 Max Green Setting (Gmax), s 19.1 9.0 18.1 31.1 Max Q Clear Time (g_c+I1), s 4.1 5.6 7.2 9.5 Green Ext Time (p_c), s 0.4 0.1 7.7 12.4 Intersection Summary HCM 2010 Ctrl Delay 8.2 HCM 2010 LOS A 09/25/2017 Synchro 9 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 101 74 167 1165 626 83 v/c Ratio 0.31 0.21 0.49 0.59 0.51 0.14 Control Delay 19.6 7.1 23.4 7.2 14.1 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.6 7.1 23.4 7.2 14.1 4.3 Queue Length 50th (ft) 23 0 38 75 69 0 Queue Length 95th (ft) 58 25 90 125 103 17 Internal Link Dist (ft) 99 260 583 Turn Bay Length (ft) 1 Base Capacity (vph) 807 749 380 2559 1529 711 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.13 0.10 0.44 0.46 0.41 0.12 Intersection Summary 09/25/2017 Synchro 9 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 60 58 102 624 968 49 Future Volume (veh/h) 60 58 102 624 968 49 Number 5 12 3 8 4 14 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1827 1827 1827 Adj Flow Rate, veh/h 68 66 113 693 1088 55 Adj No. of Lanes 111221 Peak Hour Factor 0.88 0.88 0.90 0.90 0.89 0.89 Percent Heavy Veh, %444444 Cap, veh/h 203 181 150 2271 1647 733 Arrive On Green 0.12 0.12 0.09 0.65 0.47 0.47 Sat Flow, veh/h 1740 1553 1740 3563 3563 1545 Grp Volume(v), veh/h 68 66 113 693 1088 55 Grp Sat Flow(s),veh/h/ln 1740 1553 1740 1736 1736 1545 Q Serve(g_s), s 1.5 1.7 2.7 3.7 10.3 0.8 Cycle Q Clear(g_c), s 1.5 1.7 2.7 3.7 10.3 0.8 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 203 181 150 2271 1647 733 V/C Ratio(X) 0.33 0.36 0.75 0.31 0.66 0.08 Avail Cap(c_a), veh/h 776 693 325 2927 1954 869 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 17.4 17.4 19.1 3.2 8.6 6.1 Incr Delay (d2), s/veh 1.0 1.2 7.4 0.1 0.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 0.8 1.6 1.8 5.0 0.4 LnGrp Delay(d),s/veh 18.3 18.7 26.5 3.3 9.3 6.2 LnGrp LOS B B C A A A Approach Vol, veh/h 134 806 1143 Approach Delay, s/veh 18.5 6.5 9.1 Approach LOS B A A Timer 12345678 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 9.9 7.7 25.2 32.9 Change Period (Y+Rc), s 4.9 4.0 4.9 4.9 Max Green Setting (Gmax), s 19.1 8.0 24.1 36.1 Max Q Clear Time (g_c+I1), s 3.7 4.7 12.3 5.7 Green Ext Time (p_c), s 0.3 0.1 8.0 14.6 Intersection Summary HCM 2010 Ctrl Delay 8.7 HCM 2010 LOS A 09/25/2017 Synchro 9 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 68 66 113 693 1088 55 v/c Ratio 0.25 0.22 0.41 0.32 0.71 0.08 Control Delay 22.6 8.6 26.3 4.4 14.7 3.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.6 8.6 26.3 4.4 14.7 3.6 Queue Length 50th (ft) 20 0 33 35 134 0 Queue Length 95th (ft) 48 25 76 64 209 15 Internal Link Dist (ft) 99 260 583 Turn Bay Length (ft) 1 Base Capacity (vph) 733 682 306 2588 1849 829 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.09 0.10 0.37 0.27 0.59 0.07 Intersection Summary 09/25/2017 Synchro 9 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 89 65 142 986 541 67 Future Volume (veh/h) 89 65 142 986 541 67 Number 5 12 3 8 4 14 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1827 1827 1827 Adj Flow Rate, veh/h 97 71 154 1072 588 73 Adj No. of Lanes 111221 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %444444 Cap, veh/h 233 208 199 2097 1329 590 Arrive On Green 0.13 0.13 0.11 0.60 0.38 0.38 Sat Flow, veh/h 1740 1553 1740 3563 3563 1543 Grp Volume(v), veh/h 97 71 154 1072 588 73 Grp Sat Flow(s),veh/h/ln 1740 1553 1740 1736 1736 1543 Q Serve(g_s), s 1.9 1.6 3.2 6.6 4.7 1.1 Cycle Q Clear(g_c), s 1.9 1.6 3.2 6.6 4.7 1.1 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 233 208 199 2097 1329 590 V/C Ratio(X) 0.42 0.34 0.77 0.51 0.44 0.12 Avail Cap(c_a), veh/h 847 756 465 2971 1671 743 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 14.9 14.7 16.1 4.2 8.6 7.5 Incr Delay (d2), s/veh 1.2 1.0 6.3 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 0.7 1.9 3.2 2.2 0.5 LnGrp Delay(d),s/veh 16.0 15.7 22.4 4.4 8.8 7.6 LnGrp LOS B B C A A A Approach Vol, veh/h 168 1226 661 Approach Delay, s/veh 15.9 6.7 8.7 Approach LOS B A A Timer 12345678 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 9.9 8.3 19.2 27.5 Change Period (Y+Rc), s 4.9 4.0 4.9 4.9 Max Green Setting (Gmax), s 18.2 10.0 18.0 32.0 Max Q Clear Time (g_c+I1), s 3.9 5.2 6.7 8.6 Green Ext Time (p_c), s 0.4 0.1 7.4 11.8 Intersection Summary HCM 2010 Ctrl Delay 8.1 HCM 2010 LOS A 09/25/2017 Synchro 9 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 97 71 154 1072 588 73 v/c Ratio 0.29 0.20 0.44 0.55 0.51 0.13 Control Delay 19.6 7.3 21.7 6.8 14.4 4.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.6 7.3 21.7 6.8 14.4 4.6 Queue Length 50th (ft) 22 0 34 66 64 0 Queue Length 95th (ft) 59 26 89 122 114 21 Internal Link Dist (ft) 99 260 583 Turn Bay Length (ft) 1 Base Capacity (vph) 790 733 434 2636 1562 719 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.12 0.10 0.35 0.41 0.38 0.10 Intersection Summary 09/25/2017 Synchro 9 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 60 58 102 620 857 49 Future Volume (veh/h) 60 58 102 620 857 49 Number 5 12 3 8 4 14 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1827 1827 1827 1827 1827 Adj Flow Rate, veh/h 65 63 111 674 932 53 Adj No. of Lanes 111221 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %444444 Cap, veh/h 226 202 157 2137 1464 651 Arrive On Green 0.13 0.13 0.09 0.62 0.42 0.42 Sat Flow, veh/h 1740 1553 1740 3563 3563 1544 Grp Volume(v), veh/h 65 63 111 674 932 53 Grp Sat Flow(s),veh/h/ln 1740 1553 1740 1736 1736 1544 Q Serve(g_s), s 1.3 1.4 2.4 3.6 8.2 0.8 Cycle Q Clear(g_c), s 1.3 1.4 2.4 3.6 8.2 0.8 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 226 202 157 2137 1464 651 V/C Ratio(X) 0.29 0.31 0.71 0.32 0.64 0.08 Avail Cap(c_a), veh/h 863 770 361 2803 1721 765 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 15.2 15.2 17.0 3.5 8.8 6.7 Incr Delay (d2), s/veh 0.7 0.9 5.7 0.1 0.6 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 0.7 1.4 1.7 4.0 0.3 LnGrp Delay(d),s/veh 15.8 16.1 22.8 3.6 9.4 6.7 LnGrp LOS B B C A A A Approach Vol, veh/h 128 785 985 Approach Delay, s/veh 16.0 6.3 9.3 Approach LOS B A A Timer 12345678 Assigned Phs 2 3 4 8 Phs Duration (G+Y+Rc), s 9.9 7.5 21.1 28.6 Change Period (Y+Rc), s 4.9 4.0 4.9 4.9 Max Green Setting (Gmax), s 19.1 8.0 19.1 31.1 Max Q Clear Time (g_c+I1), s 3.4 4.4 10.2 5.6 Green Ext Time (p_c), s 0.3 0.1 6.0 11.7 Intersection Summary HCM 2010 Ctrl Delay 8.5 HCM 2010 LOS A 09/25/2017 Synchro 9 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Group Flow (vph) 65 63 111 674 932 53 v/c Ratio 0.22 0.20 0.37 0.33 0.68 0.08 Control Delay 19.8 7.8 22.5 4.7 14.8 4.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.8 7.8 22.5 4.7 14.8 4.1 Queue Length 50th (ft) 16 0 28 33 106 0 Queue Length 95th (ft) 42 24 68 61 173 16 Internal Link Dist (ft) 99 260 583 Turn Bay Length (ft) 1 Base Capacity (vph) 805 741 337 2497 1610 728 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.08 0.09 0.33 0.27 0.58 0.07 Intersection Summary