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HomeMy WebLinkAboutRS_Traffic Study_190419_v1.pdf WALKER NEW CAR DEALERSHIP TRAFFIC IMPACT ANALYSIS TABLE OF CONTENTS I. Introduction ...............................................................................................................3 II. Project Description ...................................................................................................3 III. Existing Conditions ...................................................................................................6 IV. Future Traffic Demand ..............................................................................................8 V. Conclusions and Mitigation .....................................................................................14 Appendix .............................................................................................................................15 LIST OF TABLES 1. Project Trip Generation ............................................................................................8 2. Level of Service ......................................................................................................14 LIST OF FIGURES 1. Vicinity Map & Roadway System ..............................................................................4 2. Site Plan ...................................................................................................................5 3. Existing PM Peak Hour Volumes ..............................................................................7 4. Trip Distribution & Assignment ...............................................................................10 5. 2021 PM Peak Hour Volumes Without Project .......................................................11 6. 2021 PM Peak Hour Volumes With Project ............................................................12 2 WALKER NEW CAR DEALERSHIP TRAFFIC IMPACT ANALYSIS I. INTRODUCTION This report summarizes traffic impacts related to the Walker Dealership project. The general goals of this impact study concentrate on 1) the assessment of existing roadway conditions and intersection congestion, 2) forecasts of newly generated project traffic, 3) estimations of future delay, and 4) recommendations for mitigation. Preliminary tasks include the detailed collection of roadway information, road improvement information, and peak hour traffic counts. A level of service analysis for existing traffic conditions is then made to determine the present degree of intersection congestion. Based on this analysis, forecasts of future traffic levels on the surrounding street system are found. Following this forecast, the future service levels for the key intersections are investigated. As a final step, applicable conclusions and possible on-site or off-site mitigation measures are defined. The city of Renton Traffic Impact Guidelines dated January 2016 was reviewed and incorporated into this analysis. II. PROJECT DESCRIPTION The proposed project will add a new car dealership with a total of 35,000 square feet of building space. The site is located on the east side of East Valley Road across from SW 34th Street. It is planned that one new main entrance will be added to join the two existing accesses already connected to East Valley Road. The site was recently occupied by an auto salvage business. The project is expected to be built out and operational by 2021. For the purpose of analysis, the report will look at the future 2021 horizon year. Figure 1 on the following page shows the general site location along with the local street network. The site plan is given in Figure 2. 3 4 5 III. EXISTING CONDITIONS A. Surrounding Roadway System Roadways serving the proposed site consist of the SR-167 freeway and multi-lane arterials. The primary roadways serving the site are listed and described below. East Valley Road is a north-south, three-lane principal arterial that borders the west side of the site. The roadway has an established speed limit of 45 mph. Paving is asphalt and lane widths are around 12 feet. Curb, gutters, and sidewalks are provided along its length. Grades are mild to flat in the area. SW 34th Street is an east-west, four-lane collector that has a posted speed limit of 25 mph and lies westerly of the project. Paving is asphalt and lane widths are around 12 feet. Curb, gutters, and sidewalks are also provided along its length. Grades are generally mild to flat. B. Existing Peak Hour Volumes and Patterns Field data for this study was collected in April of 2018. The evening traffic count was taken during the peak period between the hours of 4 PM and 6 PM. This specific peak period was targeted for analysis purposes since it generally represents the highest traffic scenario for roadways. This is primarily due to the common 8 AM to 5 PM work schedule and the greater number of personal trips occurring after work hours. Most commuters return to their dwellings at the same time of day which translates to a natural peak in intersection traffic loads. Figure 3 on the following page shows the weekday PM peak volumes for the key intersections serving the project. Traffic count data can be found in the appendix. C. Roadway Improvements A review of the latest City of Renton 6-Year Transportation Improvement Program shows one project is planned in the direct vicinity of the site. Lind Avenue SW – SW 16th St to SW 43rd St (Project No. 37) Planned for construction in 2021 through 2023, this project will improve Lind Avenue SW between SW 16th Street and SW 43rd Street. Improvements include roadway widening, channelization improvements, curb and gutter improvements, and storm water improvements. The total proposed cost is estimated at $4,400,000. 6 7 D. Public Transit A review of the Metro Transit bus schedule shows transit service is provided near the project along Lind Avenue which is located approximately 1400 feet from the site. Route 153 provides service at the corner of Lind Avenue SW and SW 34th Street. The route times range from approximately 5:30 AM to 8 PM. E. Sight Distance at Access Driveways The proposed project will have several access driveways onto East Valley Road. Assessments of the driveways were made to establish whether sufficient entering sight distance is available. Preliminary review shows sight distance at all access points is sufficient. The East Valley Road corridor is straight with no vertical curvature. IV. FUTURE TRAFFIC DEMAND A. Trip Generation Data presented in this report was taken from the Institute of Transportation Engineer's publication Trip Generation, 10th Edition. The designate land use is defined as Automobile Sales (New) under Land Use Code 840. ITE average rates were used. Data for the 4 PM to 6 PM peak hour was used for future traffic estimations and LOS calculations. Table 1 gives a summary of the estimated project trip generation for the proposed 35,000 square feet of building space. Included are the average weekday volume and the AM and PM peak hour volumes. TABLE 1 Project Trip Generation 35,000 s.f. Automobile Sales – LUC 840 Time Period Volume AWDT 974 vpd AM Peak Inbound 48 vph AM Peak Outbound 18 vph AM Peak Total 66 vph PM Peak Inbound 34 vph PM Peak Outbound 51 vph PM Peak Total 85 vph B. Trip Assignment and Distribution 8 The destination and origination of the generated traffic primarily influences the project entrances and the key intersections which would effectively receive the majority of project related traffic. Site generated trips are expected to follow the pattern shown in Figure 4 on the following page. The figure reflects work-based and patron-based trips taken by project traffic during the PM peak hour. Distribution percentages are based on existing travel patterns. Figure 4 models all project traffic as only using the primary entrance to the Walker project in order to analyze a potential worst-case scenario as far as delays and safety issues are concerned. C. Future Traffic Volumes With and Without the Project The build out year of 2021 was used to assess future impacts. Future 2021 traffic volumes were derived by applying a 2 percent growth rate per year over 3 years to the existing volumes found in Figure 3. Figure 5 gives the volumes for future 2021 traffic volumes without project traffic. Figure 6 shows 2021 volumes with project traffic included. 9 10 11 12 D. Future Level of Service Future peak hour delays were determined through the use of the Highway Capacity Manual. Capacity analysis is used to determine level of service (LOS) which is an established measure of congestion for transportation facilities. LOS is defined for a variety of facilities including intersections, freeways, arterials, etc. A complete definition for level of service and related criteria can be found in the HCM. The methodology for determining the LOS at signalized intersections strives to determine the volume to capacity (/c) ratios for the various intersection movements as well as the average control delay for those movements. Delay is generally used to measure the degree of driver discomfort, frustration, fuel consumption, and lost time. Control delay, in particular, includes movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Aside from the overall quantity of traffic, three specific factors influence signalized intersection LOS. These include the type of signal operation provided, the signal phasing pattern, and the specific allocation of green time. The methodology for determining the LOS at unsignalized intersections strives to determine the potential capacities for the various vehicle movements and ultimately determines the average total delay for each movement. Potential Capacity represents the number of additional vehicles that could effectively utilize a particular movement, which is essentially the equivalent of the difference between the movement capacity and the existing movement volume. Total delay is described as the elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. Average total delay is simply the mean total delay over the entire stream. A number of factors influence potential capacity and total delay including the availability/usefulness of gaps. The range for intersection level of service is LOS A to LOS F with the former indicating the best operating conditions with low control delays and the latter indicating the worst conditions with heavy control delays. Detailed descriptions of intersection LOS are given in the Highway Capacity Manual. Level of service calculations were made through the use of Synchro, which follows procedures of the HCM for unsignalized and signalized intersections. Refer to the HCM for a description of the analysis. Level of service results and accompanying approach delays are shown in Table 2 on the following page. The future results reflect 2021 future traffic conditions both without the project traffic and with the project traffic. Existing delays are also given for reference. 13 TABLE 2 Level of Service Delays given in Seconds Per Vehicle Existing Without With Intersection Control Geometry LOS Delay LOS Delay LOS Delay E Valley/34th St Stop Eastbound B 11.3 B 11.6 B 12.1 Northbound LT A 8.2 A 8.3 A 8.4 Lind/34th St Stop Eastbound C 19.3 C 21.2 C 22.1 Westbound C 15.8 C 16.8 C 19.0 Northbound LT A 8.8 A 8.9 A 8.9 Southbound LT A 8.1 A 8.2 A 8.2 E Valley/41st St Signal Eastbound D 44.4 D 46.2 D 46.2 Westbound D 54.6 E 57.3 E 57.6 Northbound D 40.8 D 47.2 D 49.5 Southbound D 36.0 D 38.5 D 39.8 Overall D 43.4 D 46.8 D 47.8 E Valley/Entrances Stop Westbound -- -- -- -- B 12.5 (Combined) Southbound LT -- -- -- -- A 8.0 As shown in Table 2 above, delays are generally mild at LOS C or better under all scenarios with respect to the stop-controlled intersections. The signalized intersection of E Valley & 41st Street/SR-167 Ramps is shown to operate at an acceptable LOS D for the existing and future analyses. Furthermore, the project access is shown to operate with minimal delays at LOS B when analyzed conservatively (distributed all inbound/outbound volumes to one entrance) under the horizon 2021 timeframe. V. CONCLUSIONS AND MITIGATION The Walker New Car Dealership project consists of constructing a new dealership that will provide 35,000 square feet of building. On a daily basis, 974 total trip movements into and out of the site would be expected. Of this total daily traffic, 66 trips would be associated with the AM peak hour and 85 trips with the PM peak hour. Access to the site is proposed via one new main entrance onto East Valley Road in conjunction with the two existing accesses serving the auto salvage company. Future delay conditions for the project accesses are outlined in Table 2 and indicates acceptable level or service. Overall the project will have a minimal impact on the surrounding roadway system. Proposed mitigation for the Walker Mazda project is as follows: 1.Pay traffic impact fees based on city of Renton requirements. Credit for the automobile salvage yard should be given. 14 WALKER MAZDA CAR DEALERSHIP TRAFFIC IMPACT ANALYSIS APPENDIX 15 LEVEL OF SERVICE The following are excerpts from the Highway Capacity Manual - Transportation Research Board Special Report 209. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six LOS are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver’s perception of those conditions. Level-of-Service definitions The following definitions generally define the various levels of service for arterials. Level of service A represents primarily free-flow operations at average travel speeds, usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized intersections is minimal. Level of service B represents reasonably unimpeded operations at average travel speeds, usually about 70 percent of the free-flow speed for the arterial classification. The ability to maneuver in the traffic stream is only slightly restricted and delays are not bothersome. Level of service C represents stable operations; however, ability to maneuver and change lanes in midblock locations may be more restricted than in LOS B, and longer queues, adverse signal coordination, or both may contribute to lower average travel speeds of about 50 percent of the average free-flow speed for the arterial classification. Level of service D borders on a range in which small increases in flow may cause substantial increases in approach delay and hence decreases in arterial speed. LOS D may be due to adverse signal progression, inappropriate signal timing, high volumes, or some combination of these. Average travel speeds are about 40 percent of free-flow speed. Level of service E is characterized by significant delays and average travel speeds of one- third the free-flow speed or less. Such operations are caused by some combination of 16 adverse progression, high signal density, high volumes, extensive delays at critical intersections, and inappropriate signal timing. Level of service F characterizes arterial flow at extremely low speeds, from less than one- third to one-quarter of the free-flow speed. Intersection congestion is likely at critical signalized locations, with long delays and extensive queuing. These definitions are general and conceptual in nature, and they apply primarily to uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms of both the user's perception of service quality and the operational variables used to describe them. For each type of facility, levels of service are defined based on one or more operational parameters that best describe operating quality for the subject facility type. While the concept of level of service attempts to address a wide range of operating conditions, limitations on data collection and availability make it impractical to treat the full range of operational parameters for every type of facility. The parameters selected to define levels of service for each facility type are called "measures of effectiveness" or "MOE's" and represent available measures that best describe the quality of operation on the subject facility type. Each level of service represents a range of conditions, as defined by a range in the parameters given. Thus, a level of service is not a discrete condition, but rather a range of conditions for which boundaries are established. The following tables describe levels of service for signalized and unsignalized intersections. Level of service for signalized intersections is defined in terms of average control delay. Delay is a measure of driver discomfort, frustration, fuel consumption and lost travel time, as well as time from movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Level of service for unsignalized intersections is determined by the computed or measured control delay and is determined for each minor movement. 17 Control Delay per Level of Service Vehicle (sec) A 10 B 10 and 20 C 20 and 35 D 35 and 55 E 55 and 80 F 80 Unsignalized Intersections - Level of Service Average Total Delay Level of Service per Vehicle (sec) A 10 B 10 and 15 C 15 and 25 D 25 and 35 E 35 and 50 F 50 As described in the 2010 Highway Capacity Manual, level of service breakpoints for all- way stop controlled (AWSC) intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from distinct kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection, thus a higher level of control delay is acceptable at a signalized intersection for the same level of service. AWSC Intersections - Level of Service Average Total Delay Level of Service per Vehicle (sec) A 10 B 10 and 15 C 15 and 25 D 25 and 35 E 35 and 50 F 50 18 Signalized Intersections - Level of Service Unsignalized Intersections - Level of Service Average Total Delay Level of Service per Vehicle (sec) A 10 B 10 and 15 C 15 and 25 D 25 and 35 E 35 and 50 F 50 As described in the 2000 Highway Capacity Manual, level of service breakpoints for all- way stop controlled (AWSC) intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from distinct kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection. Thus a higher level of control delay is acceptable at a signalized intersection for the same level of service. AWSC Intersections - Level of Service Average Total Delay Level of Service per Vehicle (sec) A 10 B 10 and 15 C 15 and 25 D 25 and 35 E 35 and 50 F 50 19 5/1/2018 https://itetripgen.org/PrintGraph.htm?code=840&ivlabel=QFQAF&timeperiod=AWDVTE&x=35&edition=385&locationCode=General Urban… https://itetripgen.org/PrintGraph.htm?code=840&ivlabel=QFQAF&timeperiod=AWDVTE&x=35&edition=385&locationCode=General%20Urban/Suburban&countedMod Automobile Sales (New) (840) Vehicle Trip Ends vs: 1000 Sq. Ft. GFA On a: Weekday Setting/Location: General Urban/Suburban Number of Studies: 18 Avg. 1000 Sq. Ft. GFA: 36 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 27.84 14.98 - 41.78 7.01 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average RateFitted Curve Fitted Curve Equation: T = 28.65(X) - 29.45 R²= 0.80 Trip Generation Manual,10th Edition Institute of Transportation Engineers 0 20 40 60 800 500 1,000 1,500 2,000 2,500 35 974 973 20 5/1/2018 https://itetripgen.org/PrintGraph.htm?code=840&ivlabel=QFQAF&timeperiod=TASIDE&x=35&edition=385&locationCode=General Urban/S… https://itetripgen.org/PrintGraph.htm?code=840&ivlabel=QFQAF&timeperiod=TASIDE&x=35&edition=385&locationCode=General%20Urban/Suburban&countedMode Automobile Sales (New) (840) Vehicle Trip Ends vs: 1000 Sq. Ft. GFA On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location: General Urban/Suburban Number of Studies: 34 Avg. 1000 Sq. Ft. GFA: 31 Directional Distribution: 73% entering, 27% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 1.87 0.59 - 6.17 0.95 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average Rate Fitted Curve Equation: Not Given R²= **** Trip Generation Manual,10th Edition Institute of Transportation Engineers 0 20 40 60 800 50 100 150 200 35 65 21 5/1/2018 https://itetripgen.org/PrintGraph.htm?code=840&ivlabel=QFQAF&timeperiod=TPSIDE&x=35&edition=385&locationCode=General Urban/… https://itetripgen.org/PrintGraph.htm?code=840&ivlabel=QFQAF&timeperiod=TPSIDE&x=35&edition=385&locationCode=General%20Urban/Suburban&countedMode Automobile Sales (New) (840) Vehicle Trip Ends vs: 1000 Sq. Ft. GFA On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location: General Urban/Suburban Number of Studies: 49 Avg. 1000 Sq. Ft. GFA: 34 Directional Distribution: 40% entering, 60% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 2.43 0.94 - 5.81 0.99 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average RateFitted Curve Fitted Curve Equation: T = 1.80(X) + 21.60 R²= 0.57 Trip Generation Manual,10th Edition Institute of Transportation Engineers 0 20 40 60 800 100 200 300 35 85 85 22 Project Name: Walker Renton Dealership Intersection: Lind Avenue SE & SW 34th Street Date of Count:  Jurisdiction: City of Renton Project Number:  HV R T L HV R T L HV R T L HV R T L Total 4:00 PM 141308027031657130138275 4:15 PM 33794011215611008510189 4:30 PM 3101349073322841101249288 4:45 PM 121045130012809014813240 5:00 PM 14132204502284143251611299 5:15 PM 341176001032733013412235 5:30 PM 23982003223591211368209 5:45 PM 10583010110344271221226:00 15 30 852 39 1 18 20 8 15 17 540 70 7 122 68 73 1,857 4:30 PM to  5:30 PM Total 8204872211493883213736432451,062 4:30 4:30 4:30 4:30 0.2 288 240 299 529 380 235 20 487 22 14 66 9 26 4:30 PM ‐ 5:30 PM 388 207 45 Intersection PHF:0.89 141 32 62 64 37 321 8 142 9 73 51 86 4 76 23 554 366 153 13 97 25 111 3 91 35 153 13 97 25 138 9 100 52 111 3 91 35 127 1 78 29 138 9 100 52 103 5 74 27 127 1 78 29 61 2 38 21 Heath & Associates, Inc. 2214 Tacoma Road Puyallup, WA 98371 Lind Ave SW 909 3/27/2018 4095 Peak Hour Peak Total Heavy Veh. PHF Total SW 34th Street Soutbound Westbound Northbound 920 Lind Ave SW SW 34th Street 2.7%1.6% 2.2% 2.4% 0.86 0.50 0.92 0.68 SW 34th Street EastboundTime   Period Lind Ave SW SW 34th Street Lind Ave SW 23 Project Name: Walker Renton Dealership Intersection: E. Valley Road & SW 34th Street Date of Count:  Jurisdiction: City of Renton Project Number:  HV R T L HV R T L HV R T L HV R T L Total 4:00 PM 2 4 86 0 4 0 65 8 0 25 0 1 189 4:15 PM 2 1 71 0 3 0 53 4 2 15 0 2 146 4:30 PM 4 1 92 0 2 0 79 9 0 14 0 2 197 4:45 PM 1 1 104 0 1 0 61 6 0 16 0 1 189 5:00 PM 4 2 73 0 3 0 55 8 1 30 0 0 168 5:15 PM 0 0 77 0 0 0 56 2 2 15 0 1 151 5:30 PM 1 2 82 0 4 0 56 4 1 13 0 1 158 5:45 PM 1 0 51 0 1 0 37 6 0 11 0 2 1076:00 1511636000001804624761390101,305 4:00 PM to  5:00 PM Total 97353000001002582727006721 4:00 4:00 4:00 4:00 0.2 189 146 197 360 264 189 7 353 0 0 34 0 0 4:00 PM ‐ 5:00 PM 00 110 6 Intersection PHF:0.91 76 0 0 70 27 258 0 90 0 73 26 72 0 57 17 423 285 93 0 88 16 105 0 67 17 90 0 73 26 75 0 63 30 72 0 57 17 77 0 58 16 93 0 88 16 84 0 60 14 105 0 67 17 51 0 43 13 EastboundTime   Period E. Valley Road E. Valley Road 708 E. Valley Road SW 34th Street 4.0%2.3% 3.5% 0.86 0.81 0.73 Heath & Associates, Inc. 2214 Tacoma Road Puyallup, WA 98371 E. Valley Road 624 3/27/2018 4095 Peak Hour Peak Total Heavy Veh. PHF Total SW 34th Street Soutbound Westbound Northbound 24 Project Name: Walker Renton Dealership Intersection: E. Valley Road & SW 41st Street Date of Count:  Jurisdiction: City of Renton Project Number:  HV R T L HV R T L HV R T L HV R T L Total 4:00 PM 1 11 61 47 3 12 20 82 5 88 53 7 2 32 90 9 512 4:15 PM 3 6 74 50 2 8 19 85 7 82 49 10 1 19 81 3 486 4:30 PM 2 4 70 26 4 8 19 61 1 86 72 7 0 51 122 8 534 4:45 PM 3 129058 4 8 3393 1 816414 1 318310577 5:00 PM 1 6 65 49 4 9 26 65 4 92 47 11 0 43 114 8 535 5:15 PM 1 13 70 55 5 10 15 89 0 101 54 10 2 60 101 4 582 5:30 PM 3 3 56 41 3 12 31 105 2 101 41 12 1 47 81 2 532 5:45 PM 2 4 77 31 4 10 25 81 2 62 47 7 0 33 52 5 4346:00 16 59 563 357 29 77 188 661 22 693 427 78 7 316 724 49 4,192 4:30 PM to  5:30 PM Total 7 35 295 188 17 35 93 308 6 360 237 42 3 185 420 30 2,228 4:30 4:30 4:30 4:30 0.2 534 577 535 518 302 582 35 295 188 35 170 93 436 4:30 PM ‐ 5:30 PM 308 1,404 805 30 Intersection PHF:0.96 635 420 968 185 42 237 360 119 114 148 131 130 112 141 103 788 639 100 88 165 181 160 134 159 124 100 88 165 181 120 100 150 165 160 134 159 124 138 114 165 165 120 100 150 165 100 148 154 130 138 114 165 165 112 116 116 90 EastboundTime   Period E. Valley Road SW 41st Street E. Valley Road 1,427 E. Valley Road SW 41st Street 0.6%1.6% 3.1% 1.8% 0.81 0.81 0.97 0.88 SW 41st Street Heath & Associates, Inc. 2214 Tacoma Road Puyallup, WA 98371 E. Valley Road 820 3/27/2018 4095 Peak Hour Peak Total Heavy Veh. PHF Total SW 41st Street Soutbound Westbound Northbound 25 HCM 6th TWSC Existing PM Peak Hour 1: Lind Avenue SW & SW 34th Street 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 45 32 64 3 9 14 37 321 8 22 487 20 Future Vol, veh/h 45 32 64 3 9 14 37 321 8 22 487 20 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 200 - - 200 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 3 33333333222 Mvmt Flow 51 36 72 3 10 16 42 361 9 25 547 22 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 878 1062 285 792 1069 185 569 0 0 370 0 0 Stage 1 608 608 - 450 450 ------- Stage 2 270 454 - 342 619 ------- Critical Hdwy 7.56 6.56 6.96 7.56 6.56 6.96 4.16 - - 4.14 - - Critical Hdwy Stg 1 6.56 5.56 - 6.56 5.56 ------- Critical Hdwy Stg 2 6.56 5.56 - 6.56 5.56 ------- Follow-up Hdwy 3.53 4.03 3.33 3.53 4.03 3.33 2.23 - - 2.22 - - Pot Cap-1 Maneuver 241 221 709 278 218 823 993 - - 1185 - - Stage 1 447 482 - 556 568 ------- Stage 2 710 565 - 644 476 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 217 207 709 207 204 823 993 - - 1185 - - Mov Cap-2 Maneuver 217 207 - 207 204 ------- Stage 1 428 472 - 533 544 ------- Stage 2 655 541 - 523 466 ------- Approach EB WB NB SB HCM Control Delay, s 19.3 15.8 0.9 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2EBLn3WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h)993 - - 217 207 477 207 204 474 1185 - - HCM Lane V/C Ratio 0.042 - - 0.233 0.087 0.188 0.016 0.025 0.044 0.021 - - HCM Control Delay (s) 8.8 - - 26.6 24 14.3 22.7 23.1 12.9 8.1 - - HCM Lane LOS A - - D C B C C B A - - HCM 95th %tile Q(veh) 0.1 - - 0.9 0.3 0.7 0.1 0.1 0.1 0.1 - - 26 HCM 6th TWSC Existing PM Peak Hour 2: E Valley Road & SW 34th Street 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 6 70 27 258 353 7 Future Vol, veh/h 6 70 27 258 353 7 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 3 34444 Mvmt Flow 7 77 30 284 388 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 736 392 396 0 - 0 Stage 1 392 ----- Stage 2 344 ----- Critical Hdwy 6.43 6.23 4.14 - - - Critical Hdwy Stg 1 5.43 ----- Critical Hdwy Stg 2 5.43 ----- Follow-up Hdwy 3.527 3.327 2.236 - - - Pot Cap-1 Maneuver 385 655 1152 - - - Stage 1 681 ----- Stage 2 716 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 375 655 1152 - - - Mov Cap-2 Maneuver 479 ----- Stage 1 663 ----- Stage 2 716 ----- Approach EB NB SB HCM Control Delay, s 11.3 0.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)1152 - 479 655 - - HCM Lane V/C Ratio 0.026 - 0.014 0.117 - - HCM Control Delay (s) 8.2 - 12.6 11.2 - - HCM Lane LOS A - B B - - HCM 95th %tile Q(veh) 0.1 - 0 0.4 - - 27 HCM 6th Signalized Intersection Summary Existing PM Peak Hour 4: E Valley Road & SW 41st Street/167 Ramps 05/01/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 420 185 308 93 35 42 237 360 188 295 35 Future Volume (veh/h) 30 420 185 308 93 35 42 237 360 188 295 35 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1856 1856 1856 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 31 438 193 321 97 36 44 247 375 196 307 36 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, %111333222222 Cap, veh/h 481 505 428 407 153 57 57 627 531 228 1382 161 Arrive On Green 0.27 0.27 0.27 0.12 0.12 0.12 0.03 0.34 0.34 0.13 0.43 0.43 Sat Flow, veh/h 1795 1885 1598 3428 1290 479 1781 1870 1585 1781 3207 373 Grp Volume(v), veh/h 31 438 193 321 0 133 44 247 375 196 169 174 Grp Sat Flow(s),veh/h/ln 1795 1885 1598 1714 0 1769 1781 1870 1585 1781 1777 1803 Q Serve(g_s), s 1.5 26.5 12.0 10.9 0.0 8.6 2.9 12.1 24.6 12.9 7.1 7.3 Cycle Q Clear(g_c), s 1.5 26.5 12.0 10.9 0.0 8.6 2.9 12.1 24.6 12.9 7.1 7.3 Prop In Lane 1.00 1.00 1.00 0.27 1.00 1.00 1.00 0.21 Lane Grp Cap(c), veh/h 481 505 428 407 0 210 57 627 531 228 766 777 V/C Ratio(X) 0.06 0.87 0.45 0.79 0.00 0.63 0.77 0.39 0.71 0.86 0.22 0.22 Avail Cap(c_a), veh/h 744 781 662 617 0 318 142 627 531 410 766 777 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.6 41.7 36.5 51.2 0.0 50.2 57.4 30.4 34.6 51.1 21.4 21.4 Incr Delay (d2), s/veh 0.1 6.6 0.7 3.9 0.0 3.1 19.1 1.9 7.7 9.2 0.7 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 13.2 4.8 4.9 0.0 4.0 1.6 5.8 10.6 6.3 3.1 3.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.7 48.3 37.2 55.2 0.0 53.3 76.5 32.3 42.3 60.2 22.0 22.1 LnGrp LOS C D D E A D E C D E C C Approach Vol, veh/h 662 454 666 539 Approach Delay, s/veh 44.4 54.6 40.8 36.0 Approach LOS DDDD Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 19.8 44.6 36.5 8.3 56.0 18.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 27.5 33.5 49.5 9.5 51.5 21.5 Max Q Clear Time (g_c+I1), s 14.9 26.6 28.5 4.9 9.3 12.9 Green Ext Time (p_c), s 0.4 1.7 3.5 0.0 2.2 1.3 Intersection Summary HCM 6th Ctrl Delay 43.4 HCM 6th LOS D 28 HCM 6th TWSC 2021 Without Project 1: Lind Avenue SW & SW 34th Street 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 48 34 68 3 10 15 39 341 8 23 517 21 Future Vol, veh/h 48 34 68 3 10 15 39 341 8 23 517 21 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 200 - - 200 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 3 33333333222 Mvmt Flow 54 38 76 3 11 17 44 383 9 26 581 24 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 930 1125 303 838 1133 196 605 0 0 392 0 0 Stage 1 645 645 - 476 476 ------- Stage 2 285 480 - 362 657 ------- Critical Hdwy 7.56 6.56 6.96 7.56 6.56 6.96 4.16 - - 4.14 - - Critical Hdwy Stg 1 6.56 5.56 - 6.56 5.56 ------- Critical Hdwy Stg 2 6.56 5.56 - 6.56 5.56 ------- Follow-up Hdwy 3.53 4.03 3.33 3.53 4.03 3.33 2.23 - - 2.22 - - Pot Cap-1 Maneuver 221 202 690 257 200 809 962 - - 1163 - - Stage 1 425 463 - 536 552 ------- Stage 2 695 550 - 626 457 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 196 188 690 183 187 809 962 - - 1163 - - Mov Cap-2 Maneuver 196 188 - 183 187 ------- Stage 1 405 453 - 511 527 ------- Stage 2 636 525 - 498 447 ------- Approach EB WB NB SB HCM Control Delay, s 21.2 16.8 0.9 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2EBLn3WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h)962 - - 196 188 450 183 187 442 1163 - - HCM Lane V/C Ratio 0.046 - - 0.275 0.102 0.212 0.018 0.03 0.051 0.022 - - HCM Control Delay (s) 8.9 - - 30.2 26.3 15.1 25 24.8 13.6 8.2 - - HCM Lane LOS A - -DDCDCBA - - HCM 95th %tile Q(veh) 0.1 - - 1.1 0.3 0.8 0.1 0.1 0.2 0.1 - - 29 HCM 6th TWSC 2021 Without Project 2: E Valley Road & SW 34th Street 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 6 74 29 274 375 7 Future Vol, veh/h 6 74 29 274 375 7 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 3 34444 Mvmt Flow 7 81 32 301 412 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 781 416 420 0 - 0 Stage 1 416 ----- Stage 2 365 ----- Critical Hdwy 6.43 6.23 4.14 - - - Critical Hdwy Stg 1 5.43 ----- Critical Hdwy Stg 2 5.43 ----- Follow-up Hdwy 3.527 3.327 2.236 - - - Pot Cap-1 Maneuver 362 634 1128 - - - Stage 1 664 ----- Stage 2 700 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 352 634 1128 - - - Mov Cap-2 Maneuver 460 ----- Stage 1 645 ----- Stage 2 700 ----- Approach EB NB SB HCM Control Delay, s 11.6 0.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)1128 - 460 634 - - HCM Lane V/C Ratio 0.028 - 0.014 0.128 - - HCM Control Delay (s) 8.3 - 12.9 11.5 - - HCM Lane LOS A - B B - - HCM 95th %tile Q(veh) 0.1 - 0 0.4 - - 30 HCM 6th Signalized Intersection Summary 2021 Without Project 4: E Valley Road & SW 41st Street/167 Ramps 05/01/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 32 446 196 327 99 37 45 252 382 200 313 37 Future Volume (veh/h) 32 446 196 327 99 37 45 252 382 200 313 37 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1856 1856 1856 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 33 465 204 341 103 39 47 262 398 208 326 39 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, %111333222222 Cap, veh/h 504 529 449 423 158 60 61 592 501 239 1332 158 Arrive On Green 0.28 0.28 0.28 0.12 0.12 0.12 0.03 0.32 0.32 0.13 0.42 0.42 Sat Flow, veh/h 1795 1885 1598 3428 1283 486 1781 1870 1585 1781 3199 380 Grp Volume(v), veh/h 33 465 204 341 0 142 47 262 398 208 180 185 Grp Sat Flow(s),veh/h/ln 1795 1885 1598 1714 0 1768 1781 1870 1585 1781 1777 1802 Q Serve(g_s), s 1.7 29.1 13.0 12.0 0.0 9.5 3.2 13.8 28.4 14.2 8.1 8.3 Cycle Q Clear(g_c), s 1.7 29.1 13.0 12.0 0.0 9.5 3.2 13.8 28.4 14.2 8.1 8.3 Prop In Lane 1.00 1.00 1.00 0.27 1.00 1.00 1.00 0.21 Lane Grp Cap(c), veh/h 504 529 449 423 0 218 61 592 501 239 740 750 V/C Ratio(X) 0.07 0.88 0.45 0.81 0.00 0.65 0.77 0.44 0.79 0.87 0.24 0.25 Avail Cap(c_a), veh/h 718 754 639 596 0 307 137 592 501 396 740 750 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.6 42.5 36.7 52.8 0.0 51.7 59.3 33.6 38.6 52.5 23.5 23.5 Incr Delay (d2), s/veh 0.1 8.5 0.7 5.5 0.0 3.3 18.6 2.4 12.2 11.0 0.8 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 0.7 14.7 5.2 5.5 0.0 4.4 1.8 6.7 12.7 7.1 3.6 3.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.7 51.0 37.4 58.3 0.0 54.9 77.9 36.0 50.8 63.5 24.2 24.3 LnGrp LOS C D D E A D E D D E C C Approach Vol, veh/h 702 483 707 573 Approach Delay, s/veh 46.2 57.3 47.2 38.5 Approach LOS D E D D Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 21.1 43.6 39.2 8.7 56.0 19.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 27.5 33.5 49.5 9.5 51.5 21.5 Max Q Clear Time (g_c+I1), s 16.2 30.4 31.1 5.2 10.3 14.0 Green Ext Time (p_c), s 0.4 1.0 3.6 0.0 2.3 1.3 Intersection Summary HCM 6th Ctrl Delay 46.8 HCM 6th LOS D 31 HCM 6th TWSC 2021 With Project 1: Lind Avenue SW & SW 34th Street 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 48 39 68 3 18 15 39 341 8 23 517 21 Future Vol, veh/h 48 39 68 3 18 15 39 341 8 23 517 21 Conflicting Peds, #/hr 0 00000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 150 - - 150 - - 200 - - 200 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 3 33333333222 Mvmt Flow 54 44 76 3 20 17 44 383 9 26 581 24 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 935 1125 303 841 1133 196 605 0 0 392 0 0 Stage 1 645 645 - 476 476 ------- Stage 2 290 480 - 365 657 ------- Critical Hdwy 7.56 6.56 6.96 7.56 6.56 6.96 4.16 - - 4.14 - - Critical Hdwy Stg 1 6.56 5.56 - 6.56 5.56 ------- Critical Hdwy Stg 2 6.56 5.56 - 6.56 5.56 ------- Follow-up Hdwy 3.53 4.03 3.33 3.53 4.03 3.33 2.23 - - 2.22 - - Pot Cap-1 Maneuver 219 202 690 256 200 809 962 - - 1163 - - Stage 1 425 463 - 536 552 ------- Stage 2 691 550 - 624 457 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 187 188 690 178 187 809 962 - - 1163 - - Mov Cap-2 Maneuver 187 188 - 178 187 ------- Stage 1 405 453 - 511 527 ------- Stage 2 621 525 - 490 447 ------- Approach EB WB NB SB HCM Control Delay, s 22.1 19 0.9 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2EBLn3WBLn1WBLn2WBLn3 SBL SBT SBR Capacity (veh/h)962 - - 187 188 433 178 187 360 1163 - - HCM Lane V/C Ratio 0.046 - - 0.288 0.117 0.227 0.019 0.054 0.075 0.022 - - HCM Control Delay (s) 8.9 - - 31.9 26.7 15.7 25.6 25.3 15.8 8.2 - - HCM Lane LOS A - -DDCDDCA - - HCM 95th %tile Q(veh) 0.1 - - 1.1 0.4 0.9 0.1 0.2 0.2 0.1 - - 32 HCM 6th TWSC 2021 With Project 2: E Valley Road & SW 34th Street 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 11 74 29 291 403 15 Future Vol, veh/h 11 74 29 291 403 15 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 3 34444 Mvmt Flow 12 81 32 320 443 16 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 835 451 459 0 - 0 Stage 1 451 ----- Stage 2 384 ----- Critical Hdwy 6.43 6.23 4.14 - - - Critical Hdwy Stg 1 5.43 ----- Critical Hdwy Stg 2 5.43 ----- Follow-up Hdwy 3.527 3.327 2.236 - - - Pot Cap-1 Maneuver 336 606 1092 - - - Stage 1 640 ----- Stage 2 686 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 326 606 1092 - - - Mov Cap-2 Maneuver 439 ----- Stage 1 621 ----- Stage 2 686 ----- Approach EB NB SB HCM Control Delay, s 12.1 0.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)1092 - 439 606 - - HCM Lane V/C Ratio 0.029 - 0.028 0.134 - - HCM Control Delay (s) 8.4 - 13.4 11.9 - - HCM Lane LOS A - B B - - HCM 95th %tile Q(veh) 0.1 - 0.1 0.5 - - 33 HCM 6th Signalized Intersection Summary 2021 With Project 4: E Valley Road & SW 41st Street/167 Ramps 05/01/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 32 446 196 327 99 47 45 259 382 217 321 40 Future Volume (veh/h) 32 446 196 327 99 47 45 259 382 217 321 40 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1856 1856 1856 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 33 465 204 341 103 49 47 270 398 226 334 42 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, %111333222222 Cap, veh/h 504 529 449 424 147 70 61 572 485 257 1323 165 Arrive On Green 0.28 0.28 0.28 0.12 0.12 0.12 0.03 0.31 0.31 0.14 0.42 0.42 Sat Flow, veh/h 1795 1885 1598 3428 1188 565 1781 1870 1585 1781 3179 397 Grp Volume(v), veh/h 33 465 204 341 0 152 47 270 398 226 185 191 Grp Sat Flow(s),veh/h/ln 1795 1885 1598 1714 0 1754 1781 1870 1585 1781 1777 1799 Q Serve(g_s), s 1.7 29.2 13.0 12.0 0.0 10.3 3.2 14.5 28.8 15.4 8.4 8.6 Cycle Q Clear(g_c), s 1.7 29.2 13.0 12.0 0.0 10.3 3.2 14.5 28.8 15.4 8.4 8.6 Prop In Lane 1.00 1.00 1.00 0.32 1.00 1.00 1.00 0.22 Lane Grp Cap(c), veh/h 504 529 449 424 0 217 61 572 485 257 739 748 V/C Ratio(X) 0.07 0.88 0.45 0.80 0.00 0.70 0.77 0.47 0.82 0.88 0.25 0.25 Avail Cap(c_a), veh/h 718 754 639 595 0 305 137 572 485 396 739 748 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.6 42.5 36.7 52.8 0.0 52.0 59.3 34.8 39.8 51.9 23.6 23.6 Incr Delay (d2), s/veh 0.1 8.5 0.7 5.4 0.0 4.1 18.6 2.8 14.4 13.5 0.8 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 0.7 14.7 5.2 5.5 0.0 4.8 1.8 7.1 13.1 7.8 3.7 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.7 51.0 37.4 58.2 0.0 56.1 77.9 37.6 54.2 65.4 24.4 24.4 LnGrp LOS C D D EAEEDDECC Approach Vol, veh/h 702 493 715 602 Approach Delay, s/veh 46.2 57.6 49.5 39.8 Approach LOS D E D D Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 22.3 42.4 39.3 8.7 56.0 19.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 27.5 33.5 49.5 9.5 51.5 21.5 Max Q Clear Time (g_c+I1), s 17.4 30.8 31.2 5.2 10.6 14.0 Green Ext Time (p_c), s 0.5 0.9 3.6 0.0 2.4 1.3 Intersection Summary HCM 6th Ctrl Delay 47.8 HCM 6th LOS D 34 HCM 6th TWSC 2021 With Project 11: E Valley Road & Project Access 05/01/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 36 19 280 22 12 382 Future Vol, veh/h 36 19 280 22 12 382 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - 100 - Veh in Median Storage, # 1 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 2 24224 Mvmt Flow 40 21 308 24 13 420 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 766 320 0 0 332 0 Stage 1 320 ----- Stage 2 446 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 371 721 - - 1227 - Stage 1 736 ----- Stage 2 645 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 367 721 - - 1227 - Mov Cap-2 Maneuver 475 ----- Stage 1 728 ----- Stage 2 645 ----- Approach WB NB SB HCM Control Delay, s 12.5 0 0.2 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 538 1227 - HCM Lane V/C Ratio - - 0.112 0.011 - HCM Control Delay (s) - - 12.5 8 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.4 0 - 35