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HomeMy WebLinkAboutTraffic Impact AnalysisTRAFFIC IMP,4C171N,4LYSIS PROPOSED GASOLINE SERVICE STATION WITH CONVENIENCE M,411KET 146` STREET GRAY ROAD CARMEL, INDIANA PREPARED FOR L&Q RELILTY, LLC JUNE 2012 AaF ENGINEERING COPYRIGHT ©2012, A &F Engineering Co., LLC IMPACT SHIED" fti 4vL, IND This analysis and the ideas, designs, concepts and data contained herein are the exclusive intellectual property of A &F Engineering Co., LLC and are not to be used or reproduced in whole or in part, without the written consent of A &F Engineering Co., LLC. AaF ENGINEERING COPYRIGHT ©2012, A &F Engineering Co., LLC IMPACT SHIED" fti 4vL, IND This analysis and the ideas, designs, concepts and data contained herein are the exclusive intellectual property of A &F Engineering Co., LLC and are not to be used or reproduced in whole or in part, without the written consent of A &F Engineering Co., LLC. AaF ENGINEERING TABLE OF CONTENTS TABLE OF CONTENTS II LIST OF FIGURES III CERTIFICATION IV INTRODUCTION 1 PURPOSE 1 SCOPE OF WORK 1 DESCRIPTION OF THE PROPOSED PROJECT 2 STUDY AREA 3 DESCRIPTION OF THE ABUTTING STREET SYSTEM 7 EXISTING TRAFFIC DATA 7 PEAK HOUR 7 GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 8 PASS -BY TRIPS 8 TABLE 1 TOTAL TRIPS GENERATED AND PASS -BY TRIP REDUCTIONS FOR PROPOSED DEVELOPMENT 8 ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS 9 GENERATED TRIPS ADDED TO THE STREET SYSTEM 9 CAPACITY ANALYSIS 16 DESCRIPTION OF LEVELS OF SERVICE 16 ANALYSES SCENARIOS 17 ANALYSES RESULTS 18 TABLE 2 LEVEL OF SERVICE SUMMARY: 146 STREET GRAY ROAD 23 TABLE 3 -LEVEL OF SERVICE SUMMARY: 146 STREET PROPOSED RIRO ACCESS DRIVE 24 TABLE 4 LEVEL OF SERVICE SUMMARY: GRAY ROAD PROPOSED FULL ACCESS DRIVE 25 CONCLUSIONS 26 RECOMMENDATIONS 28 11 TRAFFIC IMPACT SHIED" I fti 4v MEL, IND AaF ENGINEERING LIST OF FIGURES III TRAFFIC IMPACT CI SHIED" I fti 4v MEL, IND FIGURE 1A: Sim PLAN WITH RIGHT-IN/RIGHT-OUT ACCESS DRIVE ON 146 STREET 4 FIGURE 1B: SITE PLAN WITHOUT RIGHT -IN /RIGHT -OUT ACCESS DRIVE ON 146 STREET 5 FIGURE 2: EXISTING INTERSECTION GEOMETRICS 6 FIGURE 3A: ASSIGNMENT AND DISTRIBUTION OF GENERATED PASS -BY TRAFFIC VOLUMES SCENARIO 3A (WITH RIRO) 10 FIGURE 3B: ASSIGNMENT AND DISTRIBUTION OF GENERATED PASS -BY TRAFFIC VOLUMES SCENARIO 3B (WITHOUT RIRO) 11 FIGURE 4A: ASSIGNMENT AND DISTRIBUTION OF GENERATED NON PASS -BY TRAFFIC VOLUMES SCENARIO 3A (WITH RIRO) 12 FIGURE 4B: ASSIGNMENT AND DISTRIBUTION OF GENERATED NON PASS -BY TRAFFIC VOLUMES SCENARIO 3B (WITHOUT RIRO) 13 FIGURE 5A: TOTAL GENERATED TRAFFIC VOLUMES SCENARIO 3A (WITH RIRO) 14 FIGURE 5B: TOTAL GENERATED TRAFFIC VOLUMES SCENARIO 3B (WITHOUT BIRO) 15 FIGURE 6: EXISTING TRAFFIC VOLUMES 19 FIGURE 7: HORIZON YEAR 2017 PROJECTED TRAFFIC VOLUMES 20 FIGURE 8A: SuM OF PROJECTED 2017 TRAFFIC VOLUMES PROPOSED DEVELOPMENT GENERATED TRAFFIC VOLUMES SCENARIO 3A (WITH RIRO) 21 FIGURE 8B: SuM OF PROJECTED 2017 TRAFFIC VOLUMES PROPOSED DEVELOPMENT GENERATED TRAFFIC VOLUMES SCENARIO 3B (WITHOUT BIRO) 22 AaF ENGINEERING CERTIFICATION I certify that this TRAFFIC IMPACT ANALYSIS has been prepared by me and under my immediate supervision and that I have experience and training in the field of traffic and transportation engineering. A&F ENGINEERING CO., LLC R. Matt Brown, P.E. Indiana Registration 10200056 Kate Plummer, E.I. Traffic Engineer ���111111111I/���� p -CHEW "1 Hill;,,, STE No.10200056 STATE OF ONAL E /IIInIlnlll'\ IV IMPACT fti 4v MEL, IND 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT 1 4Y RMEL, INTRODUCTION This TRAFFIC IMPACT ANALYSIS, prepared for the City of Carmel and Hamilton County, on behalf of L &Q Realty, is for a proposed gasoline service station with convenience market to be located in the southeast corner of the intersection of 146 Street and Gray Road in Carmel, Indiana. This study will investigate the existing conditions of the proposed development study area and how the existing roadway system in the study area will be impacted by the proposed development. PURPOSE The purpose of this analysis is to determine what effect traffic generated by the proposed development will have on the existing adjacent roadway system. This analysis will identify any roadway deficiencies that may exist today or that may occur when this site is developed. Conclusions will be reached that will determine if the roadway system can accommodate the anticipated traffic volumes or will determine the modifications that will be required to the system if there will be deficiencies in the system resulting from the increased traffic volumes. Recommendations will be made that will address the conclusions resulting from this analysis. These recommendations will address feasible roadway system improvements that will accommodate the proposed development traffic volumes such that there will be safe ingress and egress, to and from the proposed development, with minimal interference to traffic on the public street system. SCOPE OF t'ORK The scope of work for this analysis is as follows: First, obtain peak hour turning movement traffic volume counts between the hours of 6:00 AM and 9:00 AM and 4:00 PM and 7:00 PM during a typical weekday, at the intersection of 146 Street and Gray Road. Second, estimate Horizon Year 2017 traffic due to growth in the study area that will be utilizing the roadway system independent of the proposed development being constructed. Third, estimate the number of peak hour trips that will be generated by the proposed development. Fourth, prepare a capacity analysis and level of service analysis for each of the study intersections for each of the following scenarios: 41 A— AaF ENGINEERING Tr its or ntio a SCENARIO 1: Existing Traffic Volumes These are the existing peak hour traffic volumes currently utilizing the existing roadway system within the study area, with the existing intersection geometrics and signal timings. SCENARIO 2: Horizon Year 2017 Traffic Volumes— These are the projected peak hour traffic volumes for the Horizon Year 2017 that will be utilizing the existing roadway system within the study area, with the existing intersection geometrics and signal timings, independent of the construction of the proposed development. SCENARIO 3A: RIRO Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to the Horizon Year 2017 Traffic Volumes, with a Full Access Drive on Gray Road and a Right in/Right -out Access Drive on 146 Street. SCENARIO 3B: No Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to the Horizon Year 2017 Traffic Volumes, with a Full Access Drive on Gray Road and no access on 146 Street. Fifth, prepare recommendations for the roadway cross sections that will be needed to accommodate the total volumes for each of the scenarios previously identified. Finally, prepare a TRAFFIC IMPACT ANALYSIS documenting all data, analyses, conclusions and recommendations to best provide for the safe and efficient movement of traffic through the study area. DESCRIPTION OF THE PROPOSED PROJECT The proposed development will be a gasoline service station with a convenience market that will be served via one or two proposed access drives, one along Gray Road and possibly one along 146 Street. One proposed Full Access Drive, 500 feet south of 146 Street, will provide access to and from Gray Road. The proposed RIRO access along 146 Street will be 600 feet east of Gray Road, askew to an existing access drive for a cemetery on the north side of 146 Street. As proposed, the development will consist of 20 gasoline fueling positions and a 4,000 square foot convenience market. Figure lA is an area map showing the existing study area and the proposed site plan with a 2 IMPACT E 4Y RMEL, 41 A— AaF ENGINEERING Road. Tr a nspor ntio TRAFFIC IMPACT 1 4Y RMEL, STUDY All The study area for this analysis has been defined to include the following intersections: 3 Full Access Drive on Gray Road and a RIRO Access Drive on 146 Street. Figure 1B is an area map showing the existing study area and the proposed site plan with only a Full Access Drive on Gray Road and no Access Drive on 146 Street. 146 Street Gray Road All access driveways Figure 2 shows the existing intersection geometrics at the intersection of 146 Street and Gray 4 5 6 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT CI 1 4Y RMEL, DESCRIPTION OF THE ARV! IING STREET SYSTEM The proposed development will be served by the public roadway system that includes 146 Street and Gray Road. 146 STREET is an east/west, four -lane divided roadway to the east and west of the proposed project site and the posted speed limit is 45 mph. According to the current FHWA Functional Classification Plan, 146 Street is classified as a Principal Arterial. Both the eastbound and westbound approaches to the intersection with Gray Road provide one left -turn lane, two through lanes and one right -turn lane. The proposed development could have direct access to /from 146 Street via one proposed Right in/Right -out Access Drive, 600 feet east of Gray Road. GRAY ROAD is a north/south, two -lane roadway to the north and south of the proposed project site and the posted speed limit is 30 mph to the south of the intersection at 146 Street and 40 mph to the north of the intersection at 146 Street. According to the City of Carmel's Thoroughfare Plan, Gray Road is classified as a Secondary Arterial. Both the northbound and southbound approaches to the intersection at 146 Street provide one left -turn lane, one through lane, and one right -turn lane. The proposed development will have direct access to /from Gray Road via one proposed Full Access Drive, 500 feet south of 146 Street. EXISTING TRAFFIC DATA Peak Hour turning movement traffic volume counts were conducted at the study intersection by A &F Engineering Co., LLC. The counts include an hourly total of all "through" traffic and all "turning" traffic at the intersection. The counts were made between the hours of 6:00 AM and 9:00 AM and 4:00 PM and 7:00 PM in May 2012, while school was in session. A summary of the AM and PM Peak Hour intersection counts is shown in Figure 6. The computer output summary sheets of all conducted counts are included in the Appendix. P `KIIOUR Based on the existing traffic volumes collected for this analysis, the AM Peak Hour occurs between 6:30 AM and 7:30 AM and the PM Peak Hour occurs between 5:00 PM and 6:00 PM. The Peak Hour volumes collected at the intersection during these times will be used within this analysis in order to consider the maximum amount of traffic along the adjacent roadway system throughout the study area. 7 DEVELOPMENT INFORMATION GENERATED TRIPS LAND USE (ITE CODE) SIZE AM PEAK HOUR PM PEAK HOUR GASOLINE STATION W /CONVENIENCE MARKET (945) 20 FUELING POSITIONS ENTER EXIT TOTAL ENTER EXIT TOTAL TOTAL TRIPS 102 102 204 134 134 268 PASS -BY TRIPS 63 63 126 75 75 150 NON PASS -BY TRIPS 39 39 78 59 59 118 41 A— AaF ENGINEERING Tr i n sporntio a Note: AM Pass -by trips percentages 62% (AM Non Pass -by trips percentages 38 PM Pass -by trips percentages 56% (PM Non Pass -by trips percentages 44 8 TRAFFIC IMPACT 1 4Y RMER GENE!? TED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT The estimate of traffic to be generated by the proposed development is a function of the development size and character of the land use. Trip Generation' report is used by transportation professionals to calculate the number of trips that will be generated by the proposed development. Trip Generation is a compilation of trip data for various land uses as collected by transportation professionals throughout the United States in order to establish the average number of trips generated by those land uses. Table 1 shows the number of trips generated by the proposed development during the AM and PM Peak Hours, as well as the Pass -by trips discussed in the next section. Piss-By TRIPS Pass -by trips are trips already on the roadway system that will be captured by the proposed development. The pass -by trip percentages published in the ITE Trip Generation Handbook were used to estimate the reduction in trips for the proposed development. Table 1 summarizes the total trips generated and the pass -by trip reductions for the proposed development. TABLE 1 TOTAL TRIPS GENERATED AND PASS -BY TRIP REDUCTIONS FOR PROPOSED DEVELOPMENT 1 Trip Generation, Institute of Transportation Engineers, Eighth Edition, 2008. Pgs 1896 1899. 2 Trip Generation Handbook, Institute of Transportation Engineers, Second Edition, 2004. Pass By Trips Pgs 74 -77. AaF ENGINEERING Tr a nspor ntio 9 TRAFFIC IMPACT CI 1 4Y RMEL, ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS The study methodology used to determine the traffic volumes from the site that will be added to the street system is defined as follows: 1. The volume of traffic that will enter and exit the proposed site must be assigned to the access points and to the public street system. Using the traffic volume data collected for this analysis, traffic to and from the proposed development has been assigned to the proposed driveways and to the public street system that will be serving the site. 2. To determine the volumes of traffic that will be added to the public roadway system, the generated traffic must be distributed by direction to the public roadways at their intersection with the driveways. For the proposed development, the distribution was based on the location of the development, the location of nearby population centers, the existing traffic patterns, and the assignment of generated traffic. The assignment and distribution of the generated pass -by and non pass -by traffic volumes for the proposed development for Scenario 3A are shown in Figures 3A 4A, respectively. The assignment and distribution of the generated pass -by and non pass -by traffic volumes for the proposed development for Scenario 3B are shown in Figures 3B 4B, respectively. GENER TED TRIPS ADDED TO THE STREET SVSTEII The generated traffic volumes that can be expected from the proposed development have been applied to each of the study intersections. The total (pass -by and non pass -by) peak hour generated traffic volumes for the proposed development are shown in Figure 5A for Scenario 3A and Figure 5B for Scenario 3B. The peak hour generated traffic volumes for the proposed development are shown separately in the Appendix for Scenario 3A and Scenario 3B. These traffic volumes are based on the previously discussed trip generation data and the assignment and distribution of the generated traffic. 10 11 12 13 14 15 41 A— AaF ENGINEERING Tr a n sporntio a TRAFFIC IMPACT 1 4Y RMEL, DESCRIPTION OF LEVELS OF SERVICE The following descriptions are for signalized intersections: 16 CAPACITY ANALYSIS The "efficiency" of an intersection is based on its ability to accommodate the traffic volumes that approach the intersection. It is defined by the Level -of- Service (LOS) of the intersection. The LOS is determined by a series of calculations commonly called a "capacity analysis Input data into a capacity analysis include traffic volumes, intersection geometry, number and use of lanes and, in the case of signalized intersections, traffic signal timing. To determine the LOS at each of the study intersections, a capacity analysis has been made using the recognized computer program Synchro This program allows multiple intersections to be analyzed and optimized using the capacity calculation methods outlined within the Highway Capacity Manual (HCM) Level of Service A describes operations with a very low delay, less than or equal to 10.0 seconds per vehicle. This occurs when progression is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop at all. Level of Service B describes operations with delay in the range of 10.1 to 20.0 seconds per vehicle. This generally occurs with good progression. More vehicles stop than LOS A, causing higher levels of average delay. Level of Service C describes operation with delay in the range of 20.1 seconds to 35.0 seconds per vehicle. These higher delays may result from failed progression. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. Level of Service D describes operations with delay in the range of 35.1 to 55.0 seconds per vehicle. At level of service D, the influence of congestion becomes more noticeable. Longer delays may result from some combinations of unfavorable progression. Many vehicles stop, and the proportion of vehicles not stopping declines. 3 Synchro 8.0, Trafficware, 2012. 4 Highway Capacity Manual (HCM) Transportation Research Board, National Research Council, Washington, DC, 2010. 41 A— AaF ENGINEERING Tr a nspor ntio 17 TRAFFIC IMPACT 1 4Y RMEL, Level of Service E describes operations with delay in the range of 55.1 to 80.0 seconds per vehicle. This is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression and long cycle lengths. Level of Service F describes operations with delay in excess of 80.0 seconds per vehicle. This is considered to be unacceptable to most drivers. This condition often occurs with oversaturation, i.e., when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. The following list shows the delays related to the levels of service for unsignalized intersections: Level of Service Control Delay (seconds /vehicle) A Less than or equal to 10 B Between 10.1 and 15 C Between 15.1 and 25 D Between 25.1 and 35 E Between 35.1 and 50 F greater than 50 ANALYSES SCENARIOS To evaluate the proposed development's impact on the public street system, the generated traffic volumes must be added to the existing and Horizon Year 2017 traffic volumes to form a series of scenarios that can be analyzed. The analysis of these scenarios determines the adequacy of the existing roadway system. From the analysis, recommendations can be made to improve the public street system in order to accommodate the increased traffic volumes, if such improvements are required. An analysis has been made for the AM Peak Hour and PM Peak Hour for each of the study intersections for each of the following scenarios: SCENARIO 1: Existing Traffic Volumes These are the existing peak hour traffic volumes currently utilizing the existing roadway system within the study area, with the existing intersection geometrics and signal timings. Figure 6 shows a summary of the AM and PM Peak Hour traffic volumes. 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT CI E RO4D RMEL, 18 SCENARIO 2: Horizon Year 2017 Traffic Volumes These are the projected peak hour traffic volumes for the Horizon Year 2017 that will be utilizing the existing roadway system within the study area, with the existing intersection geometrics and signal timings, independent of the construction of the proposed development. Figure 7 shows a summary of the projected AM and PM Peak Hour traffic volumes. SCENARIO 3A: RIRO Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to the Horizon Year 2017 Traffic Volumes, with a Full Access Drive on Gray Road and a Right in/Right -out Access Drive on 146 Street. Figure 8A shows a summary of these AM and PM Peak Hour traffic volumes. SCENARIO 3B: No Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to the Horizon Year 2017 Traffic Volumes, with a Full Access Drive on Gray Road and no access drive on 146 Street. Figure 8B shows a summary of these AM and PM Peak Hour traffic volumes. ANALYSES RESIIL TS The requested analyses have been completed and the results have been tabulated. The following tables are a summary of the capacity analyses and show the resulting levels of service. The computer solutions showing the capacity analyses are included in the Appendix. Table 2 146 Street Gray Road Table 3 146 Street Proposed RIRO Access Drive Table 4 Gray Road Proposed Full Access Drive 19 20 21 22 APPROACH SCENARIO LOS 1 2 3A 3B Northbound D E E E Southbound D E E E Eastbound C D D D Westbound C C C C Intersection C D D D APPROACH SCENARIO LOS 1 2 3A 3B Northbound D D D D Southbound D D D D Eastbound C C C C Westbound C C C C Intersection C C C C 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT 1 4Y RMEL, TABLE 2 LEVEL OF SERVICE SUMMARY: 146 STREET GRAY ROAD AM PEAK HOUR *Note: All signalized scenarios analyzed with the existing signal ti ning plans PM PEAK HOUR *Note: All signalized scenarios analyzed with the existing signal ti ring plans. DESCRIPTION OF SCENARIOS: SCENARIO 1: Existing Traffic Volumes These are the existing peak hour traffic volumes currently utilizing the existing roadway system within the study area, with the existing intersection geometrics signal timings and cycle lengths. *Existing intersection geometrics include the following: Northbound approach: One left -turn lane with 160 feet of storage, one through lane, and one right -turn lane with 160 feet of storage Southbound approach: One left -turn lane with 430 feet of storage, one through lane and one right -turn lane with 620 feet of storage Eastbound approach: One left -turn lane with 235 feet of storage, two through lanes and one right -turn lane with 160 feet of storage Westbound approach: One left -turn lane with 170 feet of storage, two through lanes and one right -turn lane with 155 feet of storage 23 APPROACH /MOVEMENT SCENARIO LOS 3A Northbound RIRO Access Drive B APPROACH /MOVEMENT SCENARIO LOS 3A Northbound RIRO Access Drive D 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT 11' SWEET ROW RMEL, SCENARIO 2: Horizon Year 2017 Traffic Volumes These are the projected peak hour traffic volumes for the Horizon Year 2017 with the existing intersection geometrics and signal timings described in SCENARIO 1. SCENARIO 3A: RIRO Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to Horizon Year 2017 Traffic Volumes, with the existing intersection geometrics and signal timings described in SCENARIO 1. SCENARIO 3B: No Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to the Horizon Year 2017 Traffic Volumes, with the existing intersection geometrics and signal timings described in SCENARIO 1. TABLE 3 LEVEL OF SERVICE SUMMARY: 146 STREET PROPOSED RIRO ACCESS DRIVE AM PEAK HOUR PM PEAK HOUR DESCRIPTION OF SCENARIOS: SCENARIO 3A: RIRO Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to Horizon Year 2017 Traffic Volumes, with the proposed access drive configurations.* 24 APPROACH /MOVEMENT SCENARIO LOS 3A 3B Southbound Left -turn A A Westbound Full Access Drive C C APPROACH /MOVEMENT SCENARIO LOS 3A 3B Southbound Left -turn A A Westbound Full Access Drive C D 4 AA&F ENGINEERING *Proposed access drive configuration includes the following: Access Drive constructed with one inbound lane and one outbound right -turn lane Eastbound approach: Two through lanes and a 100 foot right -turn lane Westbound approach: Two through lanes TABLE 4 LEVEL OF SERVICE SUMMARY: GRAY ROAD PROPOSED FULL ACCESS DRIVE AM PEAK HOUR PM PEAK HOUR 25 IMPACT 1 4Y RMEL, DESCRIPTION OF SCENARIOS: SCENARIO 3A: RIRO Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to Horizon Year 2017 Traffic Volumes, with the proposed access drive configurations.* *Proposed access drive configuration includes the following: Northbound approach: One shared through/right -turn lane Southbound approach: One left -turn lane with 150 feet of storage and one through lane Access Drive constructed with one inbound lane and one outbound lane SCENARIO 3B: No Access on 146 Street; Full Access on Gray Road: 2017 Proposed Generated Traffic Volumes These are the traffic volumes generated by the proposed development, assigned and distributed to the roadway network, added to the Horizon Year 2017 Traffic Volumes, with the proposed access drive configuration as described for SCENARIO 3A. 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT 1 4Y RMEL, CONCLUSIONS The conclusions that follow are based on existing traffic volume data, trip generation, assignment and distribution of generated traffic, capacity analyses with the resulting levels of service that have been prepared at the study intersections, and the field review conducted at the site. These conclusions apply only to the AM Peak Hour and PM Peak Hour that were addressed in this analysis. These peak hours are when the largest volumes of traffic will occur at the intersection. Therefore, if the resulting level of service is adequate during these time periods, it can generally be assumed that the remaining 22 hours of the day will have levels of service that are better than those of the peak hours, because the traffic volumes during the other 22 hours of the day will be less than those during the peak hours. GENERAL PROJECT CONCLUSIONS Comparing the results of the analyses for the two proposed access scenarios demonstrates how providing multiple access points to the project site affects the intersection of 146 Street and Gray Road, as well as the Full Access Drive on Gray Road. When a Right in/Right -out Access Drive is provided on 146 Street, the total volume of traffic entering the intersection of 146 Street and Gray Road is reduced by 28 vehicles during the AM Peak Hour and 57 vehicles during the PM Peak Hour when compared to the total volume of traffic entering the intersection when no RIRO Access Drive is provided on 146 Street. In addition, during the AM Peak Hour, the projected northbound right -turn queue at the intersection of 146 Street and Gray Road nearly doubles, going from 105 feet to 198 feet, when no RIRO Access Drive is provided on 146 Street. Finally, the westbound Full Access Drive exiting the site onto Gray Road operates at a LOS C during the AM Peak Hour both with and without a RIRO Access Drive available on 146 Street. During the PM Peak Hour, the westbound Full Access Drive exiting the site onto Gray Road operates at a LOS C when a RIRO Access Drive is provided on 146 Street. However, the westbound Full Access Drive exiting the site onto Gray Road drops to a LOS D when no RIRO Access Drive is provided on 146 Street. 26 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT CI 1411' 1 4Y RMEL, 27 140 STREET GRAY ROAD SCENARIO 1: EXISTING TRAFFIC VOLUMES A review of the level of service for each of the intersection approaches, as well as the intersection overall, has shown that this intersection operates at LOS C during both the AM and PM Peak Hours for the existing traffic volumes with the existing intersection geometrics, signal timings and system cycle lengths. SCENARIO 2: HORIZON YEAR 2017 TRAFFIC VOLUMES- A review of the level of service for each of the intersection approaches, as well as the intersection overall, has shown that this intersection operates at a LOS C during the AM Peak Hour and LOS D during the PM Peak Hour for the Horizon Year 2017 traffic volumes with the existing intersection geometrics, signal timings and system cycle lengths. SCENARIO 3A: RIRO ACCESS ON 146 STREET; FULL ACCESS ON GRAY ROAD: 2017 PROPOSED GENERATED TRAFFIC VOLUMES A review of the level of service for each of the intersection approaches, as well as the intersection overall, has shown that this intersection operates at a LOS C during the AM Peak Hour and LOS D during the PM Peak Hour for the generated traffic volumes from the proposed development added to the Horizon Year 2017 traffic volumes with the existing intersection geometrics, signal timings and system cycle lengths. SCENARIO 3B: No ACCESS ON 146 STREET; FULL ACCESS ON GRAY ROAD: 2017 PROPOSED GENERATED TRAFFIC VOLUMES A review of the level of service for each of the intersection approaches, as well as the intersection overall, has shown that this intersection operates at a LOS C during the AM Peak Hour and a LOS D during the PM Peak Hour for the generated traffic volumes from the proposed development added to the Horizon Year 2017 traffic volumes with the existing intersection geometrics, signal timings and system cycle lengths. 146' STREET RIGHT -IN /RIGHT -OUT ACCESS DRIVE SCENARIO 3A: RIRO ACCESS ON 146 STREET; FULL ACCESS ON GRAY ROAD: 2017 PROPOSED GENERATED TRAFFIC VOLUMES A review of the level of service for each of the intersection approaches, for the generated traffic volumes from the proposed development added to the Horizon Year 2017 traffic volumes, has shown that the northbound Right in/Right -out Access Drive operates at a LOS B during the AM Peak Hour and a LOS D during the PM Peak Hour with the proposed intersection geometrics and traffic control devices. 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT CI 1411' 1 4Y RMEL, GRAY ROAD FULL ACCESS DRIVE SCENARIO 3A: RIRO ACCESS ON 146 STREET; FULL ACCESS ON GRAY ROAD: 2017 PROPOSED GENERATED TRAFFIC VOLUMES A review of the level of service for each of the intersection approaches, for the generated traffic volumes from the proposed development added to the Horizon Year 2017 traffic volumes, has shown that the westbound Full Access Drive operates at a LOS C during both the AM Peak Hour and the PM Peak Hour. Also, the southbound left -turn movement at this intersection operates at a LOS A during both the AM Peak Hour and the PM Peak Hour with the proposed intersection geometrics and traffic control devices. SCENARIO 3B: NO ACCESS ON 146 STREET; FULL ACCESS ON GRAY ROAD: 2017 PROPOSED GENERATED TRAFFIC VOLUMES A review of the level of service for each of the intersection approaches, for the generated traffic volumes from the proposed development added to the Horizon Year 2017 traffic volumes, has shown that the westbound Full Access Drive operates at a LOS C during the AM Peak Hour and a LOS D during the PM Peak Hour. Also, the southbound left -turn movement at this intersection operates at a LOS A during both the AM Peak Hour and the PM Peak Hour with the proposed intersection geometrics and traffic control devices. RECOMMENDATIONS Based on the analyses and the conclusions within this study, the following recommendations are made to ensure that the roadway system will operate at acceptable levels of service if the site is developed as proposed. GENERAL RECOMMENDATIONS It is recommended to provide a right- in/right -out access to 146 Street as significant volume reductions can be realized at the 146 Street/Gray Road intersection if this access is provided. 146 STREET GRAY ROAD Based on the analyses in this study, with the addition of the proposed development, the intersection's level of service remains the same as the current level of service with the existing intersection geometrics. Therefore, no improvements are required or recommended at this time for the intersection of 146 Street and Gray Road. 28 41 A— AaF ENGINEERING Tr a nspor ntio TRAFFIC IMPACT 1 4Y RMEL, 146 STREET RIGHT -IN /RIGHT -OUT ACCESS DRIVE Based on the analyses and general conclusions in this study, it is recommended that the proposed Right in/Right -out Access Drive be constructed as follows: Access Drive constructed with one inbound lane and one outbound right -turn lane. Per Hamilton County requirements, this Access Drive should be located a minimum of 600 feet, center to center, east of Gray Road. Construction of an eastbound right -turn lane along 146 Street. This turn lane should be at least 100 feet in length. Intersection stop controlled with the Access Drive stopping for 146 Street. GRAY ROAD FULL ACCESS DRIVE Based on the analyses and general conclusions in this study, it is recommended that the proposed Full Access Drive be constructed as follows: A right -turn taper constructed along the northbound approach. A southbound left -turn lane constructed along Gray Road at the Access Drive. Based on the results of a queue length analysis, this turn lane should be a minimum of 90 feet. However, based on the current geometrics at 146 Street and Gray Road and the proposed location of the Gray Road Access Drive, a turn lane of approximately 150 feet in length could be constructed. The additional length above and beyond the modeled maximum queue length will ensure that adequate storage is available during peak periods. Access Drive constructed with a minimum of one inbound lane and one outbound lane. Intersection stop controlled with the Access Drive stopping for Gray Road. 29  AF ................................................................................... 1 DDITIONAL IGURES TH 146S&GR ........................................................................ 6 TREETRAY OAD TH 146S&PR-/R-AD .................. 33 TREETROPOSED IGHTINIGHTOUT CCESS RIVE GR&PFAD ............................................ 36 RAY OAD ROPOSED ULLCCESSRIVE AaF ENGINEERING Tr a nspor ntio TRAFFIC ,c7 11' &REEF Y Raw 4Y RMEL, ADDITIONAL FIGURES 2 3 4 5 4 AA&F Tr a nspor ntio 146 STREET 6114 DAL) INTERSECTION BATA TRAFFIC 0L UIIIE COUNTS CAP C 6 TRAFFIC ,c7 141r SWEET 4Y RMEL, A & F ENGINEERING CO., LLC TRAFFIC VOLUME SUMMARY CLIENT :L&Q Realty INTERSECTION :146th Street & Gray Road DATE :5/16/2012 TOTAL VEHICLES (PASSENGER CARS + TRUCKS) OFF PEAK HOUR VOLUMESPM PEAK HOUR VOLUMES AM PEAK HOUR VOLUMES BEGINS6:30 AMBEGINS4:45 PMBEGINS5:00 PM LTRTOTALLTRTOTALLTRTOTAL 2660610 NORTHBOUND6511289121236253 4990380 1382709117415353 SOUTHBOUND 94501930 EASTBOUND1576761121351650145 145801026 WESTBOUND250100620291790145 PEAK HOUR FACTO R AM PEAK HOUR FACTORPM PEAK HOUR FACTOROFF PEAK HOUR FACTOR APPROACHAPPROACHINTERSECTIONAPPROACHINTERSECTIONINTERSECTION NORTHBOUND0.81#DIV/0!0.81 0.89#DIV/0! SOUTHBOUND0.90 0.90#DIV/0!0.94 EASTBOUND0.80#DIV/0!0.90 WESTBOUND0.91#DIV/0!0.90 TRUCK PERCENTAGE AM PEAK HOUR PERCENTAGEOFF PEAK HOUR PERCENTAGEPM PEAK HOUR PERCENTAGE LTRTOTALLTRTOTALLTRTOTAL NORTHBOUND0.0%0.9%2.2%1.1%0.0%0.0%0.0%0.0%4.1%0.0%0.0%0.8% SOUTHBOUND3.6%0.7%0.0%1.4%0.0%0.0%0.0%0.0%0.6%0.0%0.0%0.3% EASTBOUND0.6%6.8%4.5%5.5%0.0%0.0%0.0%0.0%0.0%1.3%0.0%1.1% WESTBOUND2.0%4.9%2.0%4.0%0.0%0.0%0.0%0.0%0.0%1.3%0.7%1.1% HOURLY SUMMARY HOUR NBSBNB+SBEBWBEB+WBTOTAL 6:00 AMTO7:00 AM239448687807134921562843 7:00 AMTO8:00 AM219395614846132221682782 8:00 AMTO9:00 AM20528448970794316502139 2:00 PMTO3:00 PM24124648797378417572244 3:00 PMTO4:00 PM354445799119188320742873 4:00 PMTO5:00 PM386408794145397024233217 5:00 PMTO6:00 PM6103809901930102629563946 6:00 PMTO7:00 PM429295724121786520822806 TOTAL VOLUME268329015584912481421726622850 PERCENTAGE11.7%12.7%24.4%39.9%35.6%75.6%100.0% Release 11-18-04 7 A & F ENGINEERING CO., LLC TRAFFIC VOLUME SUMMARY CLIENT :L&Q Realty INTERSECTION :146th Street & Gray Road DATE :5/16/2012 DIRECTION OF TRAVEL : NORTHBOUND HOURLEFTTHROUGHRIGHTTOTAL AM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 6:00 AM-7:00 AM641651080108642662363239 7:00 AM-8:00 AM5826072274814852118219 8:00 AM-9:00 AM8428667067475521987205 PM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 2:00 PM-3:00 PM68472781798559023110241 3:00 PM-4:00 PM96399126012612541293477354 4:00 PM-5:00 PM86187141314415411553815386 5:00 PM-6:00 PM1165121236023625302536055610 6:00 PM-7:00 PM1240124139114016501654281429 6969679742637 PASSENGER 97.5%99.3%97.9%98.3% 1872146 TRUCK 2.5%0.7%2.1%1.7% 7149749952683 BOTH 26.6%36.3%37.1%100.0% DIRECTION OF TRAVEL : SOUTHBOUND HOURLEFTTHROUGHRIGHTTOTAL AM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 6:00 AM-7:00 AM11511162410241910914471448 7:00 AM-8:00 AM11751222153218550553878395 8:00 AM-9:00 AM9179812411255836127311284 PM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 2:00 PM-3:00 PM105210798199391402424246 3:00 PM-4:00 PM1848192153015398210043510445 4:00 PM-5:00 PM17531781520152771784044408 5:00 PM-6:00 PM17311741530153530533791380 6:00 PM-7:00 PM12611271320132360362941295 108612685072861 PASSENGER 97.5%99.6%98.6%98.6% 285740 TRUCK 2.5%0.4%1.4%1.4% 111412735142901 BOTH 38.4%43.9%17.7%100.0% DIRECTION OF TRAVEL : EASTBOUND HOURLEFTTHROUGHRIGHTTOTAL AM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 6:00 AM-7:00 AM160116151329542102210477532807 7:00 AM-8:00 AM673706115866998910777670846 8:00 AM-9:00 AM5135449653549100410464760707 PM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 2:00 PM-3:00 PM5846270578783123512888687973 3:00 PM-4:00 PM11221148646392714371501119721191 4:00 PM-5:00 PM92193122137125810111021414391453 5:00 PM-6:00 PM1350135162921165014501451909211930 6:00 PM-7:00 PM64165100514101913301331202151217 73970449458728 PASSENGER 98.0%95.2%97.1%95.7% 1535328396 TRUCK 2.0%4.8%2.9%4.3% 75473979739124 BOTH 8.3%81.1%10.7%100.0% DIRECTION OF TRAVEL : WESTBOUND HOURLEFTTHROUGHRIGHTTOTAL AM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 6:00 AM-7:00 AM23632399042292618221841322271349 7:00 AM-8:00 AM25142559044995310861141263591322 8:00 AM-9:00 AM1062108688557438489287865943 PM TIME PERIODPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTHPASSTRUCKBOTH 2:00 PM-3:00 PM58462582716536906970975784 3:00 PM-4:00 PM7727963856694108211082360883 4:00 PM-5:00 PM9009072639765114111593040970 5:00 PM-6:00 PM910917801079014411451015111026 6:00 PM-7:00 PM670676958703950958578865 97659179047797 PASSENGER 98.5%95.0%97.8%95.8% 1531020345 TRUCK 1.5%5.0%2.2%4.2% 99162279248142 BOTH 12.2%76.5%11.3%100.0% Release 11-18-04 8 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Existing Conditions - 2012 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)1576761122501006202651128913827091 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln188117761827186318101863190018811863182718811900 Lanes121121111111 Lane Assignment Capacity, veh/h31014707584511604879210298419346366436 Proportion Arriving On Green0.080.440.440.110.470.470.050.160.160.090.190.19 Movement Delay, s/veh19.521.715.015.823.012.235.540.430.430.347.029.9 Movement LOSBCBBCBDDCCDC Approach Volume, veh/h10501620296554 Approach Delay, s/veh20.620.335.939.3 Approach LOSCCDD Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s16.0351.3910.4826.2712.8354.5914.2422.51 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.705.773.804.733.705.773.744.73 Maximum Green Setting (Gmax), s45.0040.0012.0029.0020.0060.0012.0029.00 Max. Queue Clearance Time (g_c+l1), s10.2418.835.4217.927.5028.789.148.21 Green Extension Time (g_e), s0.7917.050.062.350.3419.810.102.98 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0000.998 Probability of Max Out (p_x)0.0000.7800.0360.2000.0000.6631.0000.017 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1774.041809.521791.611739.93 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3373.831881.193438.101881.19 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1552.881615.001583.331583.33 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h277.80.072.20.0174.40.0153.30.0 Group Sat. Flow (s), veh/h/ln1774.00.01809.50.01791.60.01739.90.0 Queue Serve Time (g_s), s8.20.03.40.05.50.07.10.0 Cycle Queue Clear Time (g_c), s8.20.03.40.05.50.07.10.0 6/6/2012Synchro 8 Report 9 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Existing Conditions - 2012 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln708.50.01096.40.0506.90.01237.10.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s48.80.016.50.045.40.021.00.0 Perm LT Serve Time (g_u), s28.60.04.30.021.80.010.30.0 Perm LT Que Serve Time (g_ps), s13.00.00.90.012.40.01.50.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h451.20.0210.10.0310.00.0345.80.0 Volume-to-Capacity Ratio (X)0.6160.0000.3440.0000.5630.0000.4430.000 Available Capacity (c_a), veh/h1029.80.0323.30.0519.20.0391.90.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh14.40.034.50.017.90.029.40.0 Incremental Delay (d2), s/veh1.40.01.00.01.60.00.90.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh15.80.035.50.019.50.030.30.0 First-Term Queue (Q1), veh/ln2.90.01.50.02.00.02.90.0 Second-Term Queue (Q2), veh/ln0.20.00.10.00.10.00.10.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln3.10.01.60.02.20.03.00.0 Percentile Storage Ratio (RQ%)0.460.000.240.000.230.000.180.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.0751.10.0300.00.01117.80.0124.4 Group Sat. Flow (s), veh/h/ln0.01686.90.01881.20.01719.00.01881.2 Queue Serve Time (g_s), s0.016.80.015.90.026.80.06.2 Cycle Queue Clear Time (g_c), s0.016.80.015.90.026.80.06.2 Lane Group Capacity (c), veh/h0.01470.20.0366.00.01603.60.0298.1 Volume-to-Capacity Ratio (X)0.0000.5110.0000.8200.0000.6970.0000.417 Available Capacity (c_a), veh/h0.01470.20.0523.70.01980.30.0523.7 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.021.30.040.20.022.00.039.5 Incremental Delay (d2), s/veh0.00.40.06.80.01.00.00.9 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.021.70.047.00.023.00.040.4 First-Term Queue (Q1), veh/ln0.06.20.07.10.09.80.02.9 Second-Term Queue (Q2), veh/ln0.00.10.00.70.00.20.00.1 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.06.20.07.80.010.10.02.9 Percentile Storage Ratio (RQ%)0.000.030.000.040.000.070.000.03 6/6/2012Synchro 8 Report 10 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Existing Conditions - 2012 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0124.40.0101.10.0224.40.098.9 Group Sat. Flow (s), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Queue Serve Time (g_s), s0.04.60.05.10.07.70.05.1 Cycle Queue Clear Time (g_c), s0.04.60.05.10.07.70.05.1 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Prot RT Eff. Green (g_R), s0.05.50.07.80.09.20.011.0 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0758.40.0435.70.0879.00.0418.5 Volume-to-Capacity Ratio (X)0.0000.1640.0000.2320.0000.2550.0000.236 Available Capacity (c_a), veh/h0.0758.40.0571.00.01052.40.0608.4 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.014.80.029.60.012.00.030.1 Incremental Delay (d2), s/veh0.00.10.00.30.00.20.00.3 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.015.00.029.90.012.20.030.4 First-Term Queue (Q1), veh/ln0.01.60.02.00.02.60.01.9 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.10.00.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.01.60.02.00.02.70.02.0 Percentile Storage Ratio (RQ%)0.000.260.000.080.000.440.000.31 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay24.7 HCM Level of ServiceC 6/6/2012Synchro 8 Report 11 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Existing Conditions 2012 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)13516501459179014512123625317415353 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln190018811900190018811881182719001900188119001900 Lanes121121111111 Lane Assignment Capacity, veh/h40219409951521899967308349360251349378 Proportion Arriving On Green0.050.540.540.040.530.530.070.180.180.070.180.18 Movement Delay, s/veh14.934.411.235.519.811.942.157.656.156.450.841.7 Movement LOSBCBDBBDEEEDD Approach Volume, veh/h20531091649404 Approach Delay, s/veh31.320.153.952.1 Approach LOSCCDD Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s10.3680.1315.0031.0611.9378.5615.0031.06 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.695.813.824.653.695.813.734.65 Maximum Green Setting (Gmax), s8.0076.0010.0029.0012.0070.0010.0029.00 Max. Queue Clearance Time (g_c+l1), s5.3162.2310.1112.456.7821.6712.0023.22 Green Extension Time (g_e), s0.0411.900.003.240.1441.990.001.83 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0001.000 Probability of Max Out (p_x)1.0000.9621.0000.0720.2370.8141.0000.780 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1809.521739.931809.521791.61 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3574.261900.003574.261900.00 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1615.001615.001599.011615.00 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h96.80.0128.70.0143.60.0185.10.0 Group Sat. Flow (s), veh/h/ln1809.50.01739.90.01809.50.01791.60.0 Queue Serve Time (g_s), s3.30.08.10.04.80.010.00.0 Cycle Queue Clear Time (g_c), s3.30.08.10.04.80.010.00.0 6/6/2012Synchro 8 Report 12 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Existing Conditions 2012 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln277.70.01194.80.0664.80.01135.20.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s72.60.025.10.074.10.025.10.0 Perm LT Serve Time (g_u), s13.90.014.60.052.90.08.10.0 Perm LT Que Serve Time (g_ps), s13.90.01.30.05.90.06.20.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h152.00.0308.00.0402.00.0251.10.0 Volume-to-Capacity Ratio (X)0.6370.0000.4180.0000.3570.0000.7370.000 Available Capacity (c_a), veh/h187.00.0308.00.0469.30.0251.10.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh30.50.041.20.014.40.045.60.0 Incremental Delay (d2), s/veh4.90.00.90.00.50.010.80.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh35.50.042.10.014.90.056.40.0 First-Term Queue (Q1), veh/ln2.00.03.50.01.80.06.00.0 Second-Term Queue (Q2), veh/ln0.20.00.10.00.10.00.80.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln2.20.03.60.01.90.06.70.0 Percentile Storage Ratio (RQ%)0.320.000.580.000.200.000.400.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.01755.30.0162.80.0840.40.0251.1 Group Sat. Flow (s), veh/h/ln0.01787.10.01900.00.01787.10.01900.0 Queue Serve Time (g_s), s0.060.20.010.40.019.70.017.0 Cycle Queue Clear Time (g_c), s0.060.20.010.40.019.70.017.0 Lane Group Capacity (c), veh/h0.01940.50.0348.70.01899.40.0348.7 Volume-to-Capacity Ratio (X)0.0000.9050.0000.4670.0000.4420.0000.720 Available Capacity (c_a), veh/h0.01989.40.0403.50.01899.40.0403.5 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.028.00.049.80.019.60.052.4 Incremental Delay (d2), s/veh0.06.40.01.00.00.20.05.2 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.034.40.050.80.019.80.057.6 First-Term Queue (Q1), veh/ln0.023.80.04.90.07.80.08.1 Second-Term Queue (Q2), veh/ln0.01.70.00.10.00.10.00.5 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.025.50.05.00.07.90.08.6 Percentile Storage Ratio (RQ%)0.000.100.000.030.000.030.000.05 6/6/2012Synchro 8 Report 13 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Existing Conditions 2012 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0154.30.056.40.0154.30.0269.1 Group Sat. Flow (s), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Queue Serve Time (g_s), s0.05.50.03.80.05.80.021.2 Cycle Queue Clear Time (g_c), s0.05.50.03.80.05.80.021.2 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Prot RT Eff. Green (g_R), s0.010.00.06.90.010.00.05.4 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0995.10.0378.30.0966.80.0359.7 Volume-to-Capacity Ratio (X)0.0000.1550.0000.1490.0000.1600.0000.748 Available Capacity (c_a), veh/h0.01017.20.0424.90.0966.80.0406.4 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.011.10.041.50.011.80.049.5 Incremental Delay (d2), s/veh0.00.10.00.20.00.10.06.6 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.011.20.041.70.011.90.056.1 First-Term Queue (Q1), veh/ln0.02.00.01.50.02.10.08.6 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.00.00.7 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.02.00.01.50.02.10.09.3 Percentile Storage Ratio (RQ%)0.000.320.000.060.000.340.001.45 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay33.9 HCM Level of ServiceC 6/6/2012Synchro 8 Report 14 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 2 - 2017 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)17374412327511072227212398152297100 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln188117761827186318101863190018811863182718811900 Lanes121121111111 Lane Assignment Capacity, veh/h28214437494251583876204317446353389464 Proportion Arriving On Green0.080.430.430.110.460.460.050.170.170.090.210.21 Movement Delay, s/veh24.824.816.519.427.313.437.442.431.131.153.330.6 Movement LOSCCBBCBDDCCDC Approach Volume, veh/h11561782326610 Approach Delay, s/veh23.824.037.443.1 Approach LOSCCDD Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s17.6053.5511.0728.9813.9457.2115.3124.73 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.705.773.804.743.705.773.744.74 Maximum Green Setting (Gmax), s45.0040.0012.0029.0020.0060.0012.0029.00 Max. Queue Clearance Time (g_c+l1), s11.7222.666.0020.778.5735.4210.249.24 Green Extension Time (g_e), s0.8815.150.072.210.3715.800.073.28 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0000.999 Probability of Max Out (p_x)0.0000.8760.0790.4470.0020.8061.0000.031 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1774.041809.521791.611739.93 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3373.831881.193438.101881.19 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1552.881615.001583.331583.33 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h305.60.080.00.0192.20.0168.90.0 Group Sat. Flow (s), veh/h/ln1774.00.01809.50.01791.60.01739.90.0 Queue Serve Time (g_s), s9.70.04.00.06.60.08.20.0 Cycle Queue Clear Time (g_c), s9.70.04.00.06.60.08.20.0 6/7/2012Synchro 8 Report 15 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 2 - 2017 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln660.20.01066.70.0455.70.01223.40.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s51.90.018.70.047.60.024.20.0 Perm LT Serve Time (g_u), s26.90.04.20.017.80.011.50.0 Perm LT Que Serve Time (g_ps), s21.50.01.20.017.80.02.00.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h425.50.0203.90.0281.70.0352.50.0 Volume-to-Capacity Ratio (X)0.7180.0000.3920.0000.6820.0000.4790.000 Available Capacity (c_a), veh/h942.30.0300.40.0459.90.0378.90.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh17.10.036.10.021.90.030.10.0 Incremental Delay (d2), s/veh2.30.01.20.02.90.01.00.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh19.40.037.40.024.80.031.10.0 First-Term Queue (Q1), veh/ln3.50.01.80.02.50.03.40.0 Second-Term Queue (Q2), veh/ln0.30.00.10.00.20.00.10.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln3.70.01.80.02.70.03.50.0 Percentile Storage Ratio (RQ%)0.560.000.290.000.290.000.210.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.0826.70.0330.00.01230.00.0136.7 Group Sat. Flow (s), veh/h/ln0.01686.90.01881.20.01719.00.01881.2 Queue Serve Time (g_s), s0.020.70.018.80.033.40.07.2 Cycle Queue Clear Time (g_c), s0.020.70.018.80.033.40.07.2 Lane Group Capacity (c), veh/h0.01442.80.0388.80.01583.40.0316.9 Volume-to-Capacity Ratio (X)0.0000.5730.0000.8490.0000.7770.0000.431 Available Capacity (c_a), veh/h0.01442.80.0490.60.01855.10.0490.6 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.024.10.042.40.025.20.041.5 Incremental Delay (d2), s/veh0.00.70.010.90.02.10.00.9 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.024.80.053.30.027.30.042.4 First-Term Queue (Q1), veh/ln0.07.70.08.50.012.50.03.4 Second-Term Queue (Q2), veh/ln0.00.10.01.20.00.50.00.1 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.07.90.09.60.013.00.03.4 Percentile Storage Ratio (RQ%)0.000.040.000.050.000.100.000.03 6/7/2012Synchro 8 Report 16 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 2 - 2017 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0136.70.0111.10.0246.70.0108.9 Group Sat. Flow (s), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Queue Serve Time (g_s), s0.05.60.05.90.09.20.05.9 Cycle Queue Clear Time (g_c), s0.05.60.05.90.09.20.05.9 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Prot RT Eff. Green (g_R), s0.06.10.08.90.010.30.012.6 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0748.80.0463.60.0876.00.0446.2 Volume-to-Capacity Ratio (X)0.0000.1830.0000.2400.0000.2820.0000.244 Available Capacity (c_a), veh/h0.0748.80.0551.00.01001.20.0592.3 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.016.30.030.30.013.10.030.8 Incremental Delay (d2), s/veh0.00.20.00.30.00.20.00.3 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.016.50.030.60.013.40.031.1 First-Term Queue (Q1), veh/ln0.02.00.02.30.03.20.02.3 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.10.00.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.02.00.02.30.03.20.02.3 Percentile Storage Ratio (RQ%)0.000.320.000.090.000.530.000.36 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay28.1 HCM Level of ServiceC 6/7/2012Synchro 8 Report 17 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 2 - 2017 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)149181516010086916013326027819116858 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln190018811900190018811881182719001900188119001900 Lanes121121111111 Lane Assignment Capacity, veh/h37119229831311879954303368381240368400 Proportion Arriving On Green0.050.540.540.040.530.530.070.190.190.070.190.19 Movement Delay, s/veh16.754.312.257.721.713.043.361.459.472.851.741.7 Movement LOSBFBECBDEEEDD Approach Volume, veh/h22601201714444 Approach Delay, s/veh48.523.757.060.0 Approach LOSDCEE Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s10.9982.0015.0033.3512.6880.3115.0033.35 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.695.813.824.653.695.813.734.65 Maximum Green Setting (Gmax), s8.0076.0010.0029.0012.0070.0010.0029.00 Max. Queue Clearance Time (g_c+l1), s5.9578.0011.2113.847.5425.3912.0026.21 Green Extension Time (g_e), s0.040.000.003.490.1541.170.001.14 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0001.000 Probability of Max Out (p_x)1.0001.0001.0000.1240.4980.8941.0001.000 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1809.521739.931809.521791.61 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3574.261900.003574.261900.00 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1615.001615.001599.011615.00 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h106.40.0141.50.0158.50.0203.20.0 Group Sat. Flow (s), veh/h/ln1809.50.01739.90.01809.50.01791.60.0 Queue Serve Time (g_s), s4.00.09.20.05.50.010.00.0 Cycle Queue Clear Time (g_c), s4.00.09.20.05.50.010.00.0 6/7/2012Synchro 8 Report 18 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 2 - 2017 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln234.00.01177.50.0614.40.01109.00.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s74.30.027.40.076.00.027.40.0 Perm LT Serve Time (g_u), s2.00.015.50.050.90.07.90.0 Perm LT Que Serve Time (g_ps), s2.00.01.60.08.70.07.90.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h131.00.0303.30.0370.70.0239.90.0 Volume-to-Capacity Ratio (X)0.8120.0000.4670.0000.4280.0000.8470.000 Available Capacity (c_a), veh/h156.70.0303.30.0425.90.0239.90.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh34.50.042.20.015.90.049.30.0 Incremental Delay (d2), s/veh23.20.01.10.00.80.023.50.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh57.70.043.30.016.70.072.80.0 First-Term Queue (Q1), veh/ln2.20.04.00.02.20.07.30.0 Second-Term Queue (Q2), veh/ln0.80.00.10.00.10.01.60.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln3.00.04.10.02.20.08.80.0 Percentile Storage Ratio (RQ%)0.450.000.660.000.240.000.520.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.01930.90.0178.70.0924.50.0276.6 Group Sat. Flow (s), veh/h/ln0.01787.10.01900.00.01787.10.01900.0 Queue Serve Time (g_s), s0.076.00.011.80.023.40.019.4 Cycle Queue Clear Time (g_c), s0.076.00.011.80.023.40.019.4 Lane Group Capacity (c), veh/h0.01921.90.0367.70.01879.20.0367.7 Volume-to-Capacity Ratio (X)0.0001.0050.0000.4860.0000.4920.0000.752 Available Capacity (c_a), veh/h0.01921.90.0389.80.01879.20.0389.8 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.032.70.050.70.021.40.053.8 Incremental Delay (d2), s/veh0.021.70.01.00.00.30.07.6 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.054.30.051.70.021.70.061.4 First-Term Queue (Q1), veh/ln0.030.30.05.60.09.40.09.3 Second-Term Queue (Q2), veh/ln0.05.80.00.10.00.10.00.8 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.036.10.05.70.09.50.010.1 Percentile Storage Ratio (RQ%)0.000.230.000.060.000.060.000.10 6/7/2012Synchro 8 Report 19 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 2 - 2017 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.02.20.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.30.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0170.20.061.70.0170.20.0295.7 Group Sat. Flow (s), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Queue Serve Time (g_s), s0.06.50.04.20.06.80.024.2 Cycle Queue Clear Time (g_c), s0.06.50.04.20.06.80.024.2 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Prot RT Eff. Green (g_R), s0.010.00.07.70.010.00.06.0 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0982.60.0400.30.0953.80.0381.0 Volume-to-Capacity Ratio (X)0.0000.1730.0000.1540.0000.1780.0000.776 Available Capacity (c_a), veh/h0.0982.60.0419.10.0953.80.0399.8 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.012.10.041.60.012.90.050.5 Incremental Delay (d2), s/veh0.00.10.00.20.00.10.08.9 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.012.20.041.70.013.00.059.4 First-Term Queue (Q1), veh/ln0.02.40.01.70.02.50.09.8 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.00.00.9 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.02.40.01.70.02.50.010.8 Percentile Storage Ratio (RQ%)0.000.380.000.070.000.410.001.68 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay44.5 HCM Level of ServiceD 6/7/2012Synchro 8 Report 20 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 3A - 2017 with RIRO 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)17075312930810872181061369615530298 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln188117761827186318101863190018811863182718811900 Lanes121121111111 Lane Assignment Capacity, veh/h27813737414211547862227345486362391466 Proportion Arriving On Green0.080.410.410.120.450.450.070.180.180.090.210.21 Movement Delay, s/veh26.027.817.523.429.014.337.542.629.832.656.531.4 Movement LOSCCBCCBDDCCEC Approach Volume, veh/h11691792376617 Approach Delay, s/veh26.326.037.345.4 Approach LOSCCDD Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s19.2452.7613.0629.8714.2957.7115.8627.07 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.705.773.804.753.705.773.744.75 Maximum Green Setting (Gmax), s45.0040.0012.0029.0020.0060.0012.0029.00 Max. Queue Clearance Time (g_c+l1), s13.2424.487.9721.778.9436.2410.8110.20 Green Extension Time (g_e), s1.0013.670.092.100.3515.470.053.34 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0001.000 Probability of Max Out (p_x)0.0000.8920.7990.5750.0020.8101.0000.043 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1774.041809.521791.611739.93 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3373.831881.193438.101881.19 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1552.881615.001583.331583.33 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h342.20.0117.80.0188.90.0172.20.0 Group Sat. Flow (s), veh/h/ln1774.00.01809.50.01791.60.01739.90.0 Queue Serve Time (g_s), s11.20.06.00.06.90.08.80.0 Cycle Queue Clear Time (g_c), s11.20.06.00.06.90.08.80.0 6/6/2012Synchro 8 Report 21 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 3A - 2017 with RIRO 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln654.10.01061.30.0465.40.01207.50.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s53.70.021.10.046.80.023.90.0 Perm LT Serve Time (g_u), s24.30.04.10.017.50.012.90.0 Perm LT Que Serve Time (g_ps), s24.30.02.10.017.50.01.80.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h420.60.0227.50.0278.20.0362.30.0 Volume-to-Capacity Ratio (X)0.8140.0000.5180.0000.6790.0000.4750.000 Available Capacity (c_a), veh/h895.40.0289.40.0445.10.0379.50.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh19.50.035.70.023.10.031.70.0 Incremental Delay (d2), s/veh3.90.01.80.02.90.01.00.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh23.40.037.50.026.00.032.60.0 First-Term Queue (Q1), veh/ln4.50.02.60.02.70.03.60.0 Second-Term Queue (Q2), veh/ln0.50.00.10.00.20.00.10.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln5.00.02.80.02.90.03.70.0 Percentile Storage Ratio (RQ%)0.740.000.430.000.310.000.220.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.0836.70.0335.60.01207.80.0151.1 Group Sat. Flow (s), veh/h/ln0.01686.90.01881.20.01719.00.01881.2 Queue Serve Time (g_s), s0.022.50.019.80.034.20.08.2 Cycle Queue Clear Time (g_c), s0.022.50.019.80.034.20.08.2 Lane Group Capacity (c), veh/h0.01372.70.0390.70.01546.80.0344.9 Volume-to-Capacity Ratio (X)0.0000.6100.0000.8590.0000.7810.0000.438 Available Capacity (c_a), veh/h0.01372.70.0474.60.01794.70.0474.6 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.026.90.043.90.026.80.041.7 Incremental Delay (d2), s/veh0.00.90.012.60.02.20.00.9 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.027.80.056.50.029.00.042.6 First-Term Queue (Q1), veh/ln0.08.60.09.00.013.00.03.8 Second-Term Queue (Q2), veh/ln0.00.20.01.40.00.50.00.1 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.08.70.010.30.013.50.03.9 Percentile Storage Ratio (RQ%)0.000.100.000.170.000.810.000.23 6/6/2012Synchro 8 Report 22 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 3A - 2017 with RIRO 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0143.30.0108.90.0242.20.0106.7 Group Sat. Flow (s), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Queue Serve Time (g_s), s0.06.10.05.90.09.50.05.8 Cycle Queue Clear Time (g_c), s0.06.10.05.90.09.50.05.8 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Prot RT Eff. Green (g_R), s0.08.10.09.30.010.90.014.2 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0740.70.0466.00.0862.00.0486.4 Volume-to-Capacity Ratio (X)0.0000.1930.0000.2340.0000.2810.0000.219 Available Capacity (c_a), veh/h0.0740.70.0538.00.0976.20.0595.6 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.017.30.031.20.014.10.029.6 Incremental Delay (d2), s/veh0.00.20.00.30.00.30.00.2 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.017.50.031.40.014.30.029.8 First-Term Queue (Q1), veh/ln0.02.20.02.30.03.30.02.2 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.10.00.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.02.20.02.30.03.40.02.2 Percentile Storage Ratio (RQ%)0.000.360.000.090.000.560.000.35 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay30.2 HCM Level of ServiceC 6/6/2012Synchro 8 Report 23 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 3A - 2017 with RIRO 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)147182916713185415716827327319417457 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln190018811900190018811881182719001900188119001900 Lanes121121111111 Lane Assignment Capacity, veh/h38218999711521906964291359396222359393 Proportion Arriving On Green0.050.530.530.060.530.530.070.190.190.070.190.19 Movement Delay, s/veh16.560.612.994.421.212.750.367.056.092.453.342.7 Movement LOSBFBFCBDEEFDD Approach Volume, veh/h22801215760452 Approach Delay, s/veh53.928.458.869.7 Approach LOSDCEE Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s13.0082.0015.0033.0312.7582.2515.0033.03 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.695.813.824.673.695.813.734.67 Maximum Green Setting (Gmax), s8.0076.0010.0029.0012.0070.0010.0029.00 Max. Queue Clearance Time (g_c+l1), s8.9678.0012.0014.527.6124.7612.0025.68 Green Extension Time (g_e), s0.000.000.003.520.1441.740.001.35 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0001.000 Probability of Max Out (p_x)1.0001.0001.0000.1500.5300.8931.0001.000 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1809.521739.931809.521791.61 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3574.261900.003574.261900.00 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1615.001615.001599.011615.00 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h139.40.0178.70.0156.40.0206.40.0 Group Sat. Flow (s), veh/h/ln1809.50.01739.90.01809.50.01791.60.0 Queue Serve Time (g_s), s7.00.010.00.05.60.010.00.0 Cycle Queue Clear Time (g_c), s7.00.010.00.05.60.010.00.0 6/6/2012Synchro 8 Report 24 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 3A - 2017 with RIRO 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln230.60.01170.70.0623.70.01095.10.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s76.30.027.00.076.00.027.00.0 Perm LT Serve Time (g_u), s0.00.014.50.053.50.06.10.0 Perm LT Que Serve Time (g_ps), s0.00.05.60.07.50.06.10.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h151.60.0290.70.0381.60.0222.30.0 Volume-to-Capacity Ratio (X)0.9200.0000.6150.0000.4100.0000.9280.000 Available Capacity (c_a), veh/h151.60.0290.70.0435.40.0222.30.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh44.50.046.40.015.80.051.40.0 Incremental Delay (d2), s/veh49.90.03.80.00.70.041.00.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh94.40.050.30.016.50.092.40.0 First-Term Queue (Q1), veh/ln3.00.06.10.02.20.07.50.0 Second-Term Queue (Q2), veh/ln2.10.00.30.00.10.02.50.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln5.10.06.40.02.30.010.00.0 Percentile Storage Ratio (RQ%)0.740.001.030.000.240.000.590.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.01945.70.0185.10.0908.50.0290.4 Group Sat. Flow (s), veh/h/ln0.01787.10.01900.00.01787.10.01900.0 Queue Serve Time (g_s), s0.076.00.012.50.022.80.020.9 Cycle Queue Clear Time (g_c), s0.076.00.012.50.022.80.020.9 Lane Group Capacity (c), veh/h0.01899.20.0359.10.01905.50.0359.1 Volume-to-Capacity Ratio (X)0.0001.0240.0000.5160.0000.4770.0000.809 Available Capacity (c_a), veh/h0.01899.20.0385.20.01905.50.0385.2 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.033.50.052.10.020.90.055.5 Incremental Delay (d2), s/veh0.027.10.01.10.00.30.011.5 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.060.60.053.30.021.20.067.0 First-Term Queue (Q1), veh/ln0.030.50.05.90.09.10.010.1 Second-Term Queue (Q2), veh/ln0.07.20.00.10.00.10.01.1 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.037.70.06.00.09.20.011.2 Percentile Storage Ratio (RQ%)0.000.320.000.070.000.530.000.66 6/6/2012Synchro 8 Report 25 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 3A - 2017 with RIRO 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.011.60.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.30.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0177.70.060.60.0167.00.0290.4 Group Sat. Flow (s), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Queue Serve Time (g_s), s0.07.00.04.20.06.60.023.7 Cycle Queue Clear Time (g_c), s0.07.00.04.20.06.60.023.7 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Prot RT Eff. Green (g_R), s0.010.00.07.70.010.00.08.0 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0971.10.0392.70.0964.30.0395.5 Volume-to-Capacity Ratio (X)0.0000.1830.0000.1540.0000.1730.0000.734 Available Capacity (c_a), veh/h0.0971.10.0414.90.0964.30.0417.8 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.012.80.042.60.012.60.049.7 Incremental Delay (d2), s/veh0.00.10.00.20.00.10.06.2 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.012.90.042.70.012.70.056.0 First-Term Queue (Q1), veh/ln0.02.60.01.70.02.40.09.6 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.00.00.7 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.02.60.01.70.02.40.010.3 Percentile Storage Ratio (RQ%)0.000.410.000.070.000.400.001.61 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay49.6 HCM Level of ServiceD 6/6/2012Synchro 8 Report 26 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 3B - 2017 w/o RIRO 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)170731151308108721810613612215030798 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln188117761827186318101863190018811863182718811900 Lanes121121111111 Lane Assignment Capacity, veh/h27713677374271541855226354495364396471 Proportion Arriving On Green0.080.410.410.120.450.450.070.190.190.090.210.21 Movement Delay, s/veh26.327.718.122.829.414.737.342.130.132.657.131.3 Movement LOSCCBCCBDDCCEC Approach Volume, veh/h11691792404617 Approach Delay, s/veh26.126.136.745.9 Approach LOSCCDD Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s19.3252.7713.0530.2914.3457.7515.5927.75 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.705.763.804.733.705.763.744.73 Maximum Green Setting (Gmax), s45.0040.0012.0029.0020.0060.0012.0029.00 Max. Queue Clearance Time (g_c+l1), s13.3323.777.9622.198.9936.4910.5310.18 Green Extension Time (g_e), s1.0014.210.092.110.3515.260.063.48 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0001.000 Probability of Max Out (p_x)0.0000.8840.7900.6390.0020.8111.0000.049 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1774.041809.521791.611739.93 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3373.831881.193438.101881.19 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1552.881615.001583.331583.33 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h342.20.0117.80.0188.90.0166.70.0 Group Sat. Flow (s), veh/h/ln1774.00.01809.50.01791.60.01739.90.0 Queue Serve Time (g_s), s11.30.06.00.07.00.08.50.0 Cycle Queue Clear Time (g_c), s11.30.06.00.07.00.08.50.0 6/6/2012Synchro 8 Report 27 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 3B - 2017 w/o RIRO 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln669.20.01055.90.0465.40.01207.50.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s53.70.021.80.046.80.024.30.0 Perm LT Serve Time (g_u), s25.00.04.10.017.30.013.60.0 Perm LT Que Serve Time (g_ps), s25.00.02.20.017.30.01.70.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h427.40.0226.20.0277.00.0364.00.0 Volume-to-Capacity Ratio (X)0.8010.0000.5210.0000.6820.0000.4580.000 Available Capacity (c_a), veh/h898.90.0288.00.0442.40.0385.20.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh19.30.035.50.023.30.031.70.0 Incremental Delay (d2), s/veh3.50.01.90.03.00.00.90.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh22.80.037.30.026.30.032.60.0 First-Term Queue (Q1), veh/ln4.30.02.60.02.70.03.50.0 Second-Term Queue (Q2), veh/ln0.40.00.10.00.20.00.10.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln4.70.02.70.03.00.03.60.0 Percentile Storage Ratio (RQ%)0.710.000.430.000.320.000.220.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.0812.20.0341.10.01207.80.0151.1 Group Sat. Flow (s), veh/h/ln0.01686.90.01881.20.01719.00.01881.2 Queue Serve Time (g_s), s0.021.80.020.20.034.50.08.2 Cycle Queue Clear Time (g_c), s0.021.80.020.20.034.50.08.2 Lane Group Capacity (c), veh/h0.01366.90.0395.90.01541.20.0354.5 Volume-to-Capacity Ratio (X)0.0000.5940.0000.8620.0000.7840.0000.426 Available Capacity (c_a), veh/h0.01366.90.0472.60.01787.10.0472.6 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.026.90.043.90.027.10.041.3 Incremental Delay (d2), s/veh0.00.80.013.20.02.30.00.8 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.027.70.057.10.029.40.042.1 First-Term Queue (Q1), veh/ln0.08.30.09.20.013.10.03.8 Second-Term Queue (Q2), veh/ln0.00.20.01.40.00.50.00.1 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.08.50.010.60.013.60.03.9 Percentile Storage Ratio (RQ%)0.000.060.000.090.000.080.000.23 6/6/2012Synchro 8 Report 28 HCM 2010 Signalized Intersection Capacity AnalysisAM Peak Hour Scenario 3B - 2017 w/o RIRO 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0167.80.0108.90.0242.20.0135.6 Group Sat. Flow (s), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Queue Serve Time (g_s), s0.07.30.05.90.09.60.07.4 Cycle Queue Clear Time (g_c), s0.07.30.05.90.09.60.07.4 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01552.90.01615.00.01583.30.01583.3 Prot RT Eff. Green (g_R), s0.08.10.09.30.010.60.014.3 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0737.40.0470.60.0855.10.0494.8 Volume-to-Capacity Ratio (X)0.0000.2280.0000.2310.0000.2830.0000.274 Available Capacity (c_a), veh/h0.0737.40.0536.40.0968.30.0594.2 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.017.80.031.10.014.40.029.8 Incremental Delay (d2), s/veh0.00.20.00.20.00.30.00.3 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.018.10.031.30.014.70.030.1 First-Term Queue (Q1), veh/ln0.02.60.02.30.03.40.02.8 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.10.00.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.02.70.02.30.03.50.02.9 Percentile Storage Ratio (RQ%)0.000.430.000.090.000.570.000.46 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay30.3 HCM Level of ServiceC 6/6/2012Synchro 8 Report 29 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 3B - 2017 w/o RIRO 3: Gray Road & 146th Street MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Volume (vph)147178321313185415716827332718718157 Movement Number5212161638187414 Initial Queue, veh000000000000 Ped-Bike Adj. Factor (A_pbT)1.001.001.001.001.001.001.001.00 Parking, Bus Adj. Factors1.001.001.001.001.001.001.001.001.001.001.001.00 Adj. Sat. Flow Rate, veh/h/ln190018811900190018811881182719001900188119001900 Lanes121121111111 Lane Assignment Capacity, veh/h37518739581491876949297380412234380411 Proportion Arriving On Green0.050.520.520.060.520.520.070.200.200.070.200.20 Movement Delay, s/veh17.358.414.198.822.213.549.363.766.074.552.742.0 Movement LOSBFBFCBDEEEDD Approach Volume, veh/h22801215817452 Approach Delay, s/veh51.229.861.560.9 Approach LOSDCEE Timer:12345678 Assigned Phase12345678 Case No1.13.01.13.01.13.01.13.0 Phase Duration (G+Y+Rc), s13.0082.0015.0035.0012.9182.0915.0035.00 Change Period (Y+Rc), s5.006.005.006.005.006.005.006.00 Max. Allowable Headway (MAH), s3.695.793.824.633.695.793.734.63 Maximum Green Setting (Gmax), s8.0076.0010.0029.0012.0070.0010.0029.00 Max. Queue Clearance Time (g_c+l1), s9.1278.0012.0015.087.7825.4912.0031.00 Green Extension Time (g_e), s0.000.000.003.720.1440.960.000.00 Probability of Phase Call (p_c)1.0001.0001.0001.0001.0001.0001.0001.000 Probability of Max Out (p_x)1.0001.0001.0000.1900.6190.8911.0001.000 Left-Turn Movement Data Assigned Movement1357 Mvmt. Sat Flow, veh/h1809.521739.931809.521791.61 Through Movement Data Assigned Movement2468 Mvmt. Sat Flow, veh/h3574.261900.003574.261900.00 Right-Turn Movement Data Assigned Movement12141618 Mvmt. Sat Flow, veh/h1615.001615.001599.011615.00 Left Lane Group Data Assigned Movement10305070 Lane AssignmentL (Pr/Pm)L (Pr/Pm)L (Pr/Pm)L (Pr/Pm) Lanes in Group10101010 Group Volume (v), veh/h139.40.0178.70.0156.40.0198.90.0 Group Sat. Flow (s), veh/h/ln1809.50.01739.90.01809.50.01791.60.0 Queue Serve Time (g_s), s7.10.010.00.05.80.010.00.0 Cycle Queue Clear Time (g_c), s7.10.010.00.05.80.010.00.0 6/7/2012Synchro 8 Report 30 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 3B - 2017 w/o RIRO 3: Gray Road & 146th Street Perm LT Sat Flow Rate (s_l), veh/h/ln241.90.01162.80.0623.70.01095.10.0 Shared LT Sat Flow (s_sh), veh/h/ln0.00.00.00.00.00.00.00.0 Perm LT Eff. Green (g_p), s76.10.029.00.076.00.029.00.0 Perm LT Serve Time (g_u), s0.00.015.90.052.60.08.10.0 Perm LT Que Serve Time (g_ps), s0.00.05.80.07.80.08.10.0 Time to First Blk (g_f), s0.00.00.00.00.00.00.00.0 Serve Time pre Blk (g_fs), s0.00.00.00.00.00.00.00.0 Proportion LT Inside Lane (P_L)1.0000.0001.0000.0001.0000.0001.0000.000 Lane Group Capacity (c), veh/h149.50.0297.30.0374.70.0234.20.0 Volume-to-Capacity Ratio (X)0.9320.0000.6010.0000.4170.0000.8500.000 Available Capacity (c_a), veh/h149.50.0297.30.0425.70.0234.20.0 Upstream Filter Factor (I)1.0000.0001.0000.0001.0000.0001.0000.000 Uniform Delay (d1), s/veh45.10.045.90.016.60.050.10.0 Incremental Delay (d2), s/veh53.70.03.40.00.70.024.40.0 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh98.80.049.30.017.30.074.50.0 First-Term Queue (Q1), veh/ln3.00.06.10.02.30.07.30.0 Second-Term Queue (Q2), veh/ln2.20.00.30.00.10.01.60.0 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)1.0000.0001.0000.0001.0000.0001.0000.000 Percentile Back of Queue (Q%), veh/ln5.30.06.40.02.40.08.90.0 Percentile Storage Ratio (RQ%)0.770.001.030.000.250.000.520.00 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Middle Lane Group Data Assigned Movement02040608 Lane AssignmentTTTT Lanes in Group02010201 Group Volume (v), veh/h0.01896.80.0192.60.0908.50.0290.4 Group Sat. Flow (s), veh/h/ln0.01787.10.01900.00.01787.10.01900.0 Queue Serve Time (g_s), s0.076.00.013.10.023.50.020.9 Cycle Queue Clear Time (g_c), s0.076.00.013.10.023.50.020.9 Lane Group Capacity (c), veh/h0.01873.40.0380.00.01875.50.0380.0 Volume-to-Capacity Ratio (X)0.0001.0120.0000.5070.0000.4840.0000.764 Available Capacity (c_a), veh/h0.01873.40.0380.00.01875.50.0380.0 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.034.50.051.60.022.00.054.8 Incremental Delay (d2), s/veh0.023.90.01.10.00.30.08.9 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.058.40.052.70.022.20.063.7 First-Term Queue (Q1), veh/ln0.030.70.06.20.09.50.010.1 Second-Term Queue (Q2), veh/ln0.06.20.00.10.00.10.00.9 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.036.90.06.30.09.60.011.0 Percentile Storage Ratio (RQ%)0.000.240.000.060.000.050.000.65 6/7/2012Synchro 8 Report 31 HCM 2010 Signalized Intersection Capacity AnalysisPM Peak Hour Scenario 3B - 2017 w/o RIRO 3: Gray Road & 146th Street Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.05.90.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.30.00.00.00.00.00.0 Right Lane Group Data Assigned Movement012014016018 Lane AssignmentRRRR Lanes in Group01010101 Group Volume (v), veh/h0.0226.60.060.60.0167.00.0347.9 Group Sat. Flow (s), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Queue Serve Time (g_s), s0.09.60.04.20.06.90.029.0 Cycle Queue Clear Time (g_c), s0.09.60.04.20.06.90.029.0 Prot RT Sat Flow Rate (s_R), veh/h/ln0.01615.00.01615.00.01599.00.01615.0 Prot RT Eff. Green (g_R), s0.010.00.07.90.010.00.08.0 Proportion RT Outside Lane (P_R)0.0001.0000.0001.0000.0001.0000.0001.000 Lane Group Capacity (c), veh/h0.0957.90.0411.20.0949.30.0412.1 Volume-to-Capacity Ratio (X)0.0000.2370.0000.1470.0000.1760.0000.844 Available Capacity (c_a), veh/h0.0957.90.0411.20.0949.30.0412.1 Upstream Filter Factor (I)0.0001.0000.0001.0000.0001.0000.0001.000 Uniform Delay (d1), s/veh0.014.00.041.90.013.40.051.3 Incremental Delay (d2), s/veh0.00.20.00.20.00.10.014.8 Initial Queue Delay (d3), s/veh0.00.00.00.00.00.00.00.0 Control Delay (d), s/veh0.014.10.042.00.013.50.066.0 First-Term Queue (Q1), veh/ln0.03.60.01.70.02.50.012.0 Second-Term Queue (Q2), veh/ln0.00.00.00.00.00.00.01.7 Third-Term Queue (Q3), veh/ln0.00.00.00.00.00.00.00.0 Percentile bk-of-que factor (f_B%)0.0001.0000.0001.0000.0001.0000.0001.000 Percentile Back of Queue (Q%), veh/ln0.03.60.01.70.02.50.013.7 Percentile Storage Ratio (RQ%)0.000.560.000.070.000.410.002.14 Initial Queue (Qb), veh0.00.00.00.00.00.00.00.0 Final (Residual) Queue (Qe), veh0.00.00.00.00.00.00.00.0 Saturated Delay (ds), s/veh0.00.00.00.00.00.00.00.0 Saturated Queue (Qs), veh0.00.00.00.00.00.00.00.0 Saturated Capacity (cs), veh/h0.00.00.00.00.00.00.00.0 Initial Queue Clear Time (tc), h0.00.00.00.00.00.00.00.0 Intersection Summary HCM Average Control Delay48.4 HCM Level of ServiceD 6/7/2012Synchro 8 Report 32 4 AA&F Tr a nspor ntio 146" STREET PROPOSED RIGHT -/N G -OUT ACCESS DR/ E INTERSECTION DATA CAP C 33 TRAFFIC ,c7 141r SWEET 4Y RMEL, HCM 2010 TWSCAM Peak Hour Scenario 3A - 2017 with RIRO 7: RIRO Access & 146th Street Intersection Intersection Delay (sec/veh): 0.1 MovementEBTEBRWBLWBTNBLNBR Volume (vph)9772701613026 Conflicting Peds.(#/hr)000000 Sign Control FreeFreeFreeFreeStopStop Right Turn ChannelizedNoneNoneNoneNoneNoneNone Storage Length100000 Median Width12120 Grade (%) 0%0%0% Peak Hour Factor0.900.900.900.900.900.90 Heavy Vehicles(%)222222 Movement Flow Rate10863001792029 Number of Lanes210201 Major/MinorMajor 1Major 2 Conflicting Flow Rate - All00-0-543 Stage 100-03.3102-3982713635E-322 Stage 200-04.365-0412559181E-153 Follow-up Headway---0-3.32 Pot Capacity-1 Maneuver-----484 Stage 1------ Stage 2------ Mov Capacity-1 Maneuver-----484 Mov Capacity-2 Maneuver------ Stage 1------ Stage 2------ ApproachEBWBNB HCM Control Delay (s)0012.9 HCM LOSAAB LaneNBLn1EBTEBRWBT Capacity (vph)484 HCM Control Delay (s)12.9--- HCM Lane VC Ratio0.060-0 HCM Lane LOSB--- HCM 95th Percentile Queue (veh)0.190-0 6/6/2012Synchro 8 Report 34 HCM 2010 TWSCPM Peak Hour Scenario 3A - 2017 with RIRO 7: RIRO Access & 146th Street Intersection Intersection Delay (sec/veh): 0.5 MovementEBTEBRWBLWBTNBLNBR Volume (vph)22435301142054 Conflicting Peds.(#/hr)000000 Sign Control FreeFreeFreeFreeStopStop Right Turn ChannelizedNoneNoneNoneNoneNoneNone Storage Length100000 Median Width12120 Grade (%) 0%0%0% Peak Hour Factor0.940.940.940.940.940.94 Heavy Vehicles(%)222222 Movement Flow Rate23865601215057 Number of Lanes210201 Major/MinorMajor 1Major 2 Conflicting Flow Rate - All00-0-1193 Stage 100-0-0 Stage 200-0-0 Follow-up Headway---0-3.32 Pot Capacity-1 Maneuver-----179 Stage 1------ Stage 2------ Mov Capacity-1 Maneuver-----179 Mov Capacity-2 Maneuver------ Stage 1------ Stage 2------ ApproachEBWBNB HCM Control Delay (s)0034.3 HCM LOSAAD LaneNBLn1EBTEBRWBT Capacity (vph)179 HCM Control Delay (s)34.3--- HCM Lane VC Ratio0.3210-0 HCM Lane LOSD--- HCM 95th Percentile Queue (veh)1.3060-0 6/6/2012Synchro 8 Report 35 AaF ENGINEERING Tr a nspor ntio 6R Row PROPOSED FULL ACCESS DR/ krL INTERSECTION DATA CAP C 36 TRAFFIC ,c7 11' &REEF Y Raw 4Y RMEL, HCM 2010 TWSCAM Peak Hour Scenario 3A - 2017 with RIRO 8: Gray Road & Full Access Intersection Intersection Delay (sec/veh): 1.6 MovementWBLWBRNBTNBRSBLSBTLaneNBT Volume (vph)26502881758C6a8p1acity (vph) Conflicting Peds.(#/hr)000000HCM Control Delay (s)- Sign Control StopStopFreeFreeFreHeCM LFarneee VC Ratio0 Right Turn ChannelizedNoneNoneNoneNoneNoneHNCoMn eLane LOS- Storage Length00HCM 95th Percentile Queue (veh)501500 Median Width121212 Grade (%) 0%0%0% Peak Hour Factor0.900.900.900.900.900.90 Heavy Vehicles(%)222222 Movement Flow Rate29563201964757 Number of Lanes101011 Major/MinorMajor 1Major 2 Conflicting Flow Rate - All1215329003390 Stage 132900000 Stage 288600000 Follow-up Headway3.5183.318--2.2180 Pot Capacity-1 Maneuver200713--1219- Stage 1729----- Stage 2403----- Mov Capacity-1 Maneuver189.4713--1219- Mov Capacity-2 Maneuver189.4----- Stage 1# 0----- Stage 2381.6----- ApproachWBNBSB HCM Control Delay (s)17.800.6 HCM LOSCAA 6/6/2012Synchro 8 Report 37 HCM 2010 TWSCPM Peak Hour Scenario 3A - 2017 with RIRO 9: Gray Road & Full Access Intersection Intersection Delay (sec/veh): 1.8 MovementWBLWBRNBTNBRSBLSBTLaneNBT Volume (vph)26546603051C4a2p1acity (vph) Conflicting Peds.(#/hr)000000HCM Control Delay (s)- Sign Control StopStopFreeFreeFreHeCM LFarneee VC Ratio0 Right Turn ChannelizedNoneNoneNoneNoneNoneHNCoMn eLane LOS- Storage Length00HCM 95th Percentile Queue (veh)501500 Median Width121212 Grade (%) 0%0%0% Peak Hour Factor0.940.940.940.940.940.94 Heavy Vehicles(%)222222 Movement Flow Rate28577023254448 Number of Lanes101011 Major/MinorMajor 1Major 2 Conflicting Flow Rate - All1274718007340 Stage 171800000 Stage 255600000 Follow-up Headway3.5183.318--2.2180 Pot Capacity-1 Maneuver184429--871- Stage 1483----- Stage 2574----- Mov Capacity-1 Maneuver172.6429--871- Mov Capacity-2 Maneuver172.6----- Stage 1# 0----- Stage 2538.4----- ApproachWBNBSB HCM Control Delay (s)22.601 HCM LOSCAA 6/6/2012Synchro 8 Report 38 HCM 2010 TWSCAM Peak Hour Scenario 3B - 2017 w/o RIRO 8: Gray Road & Full Access Intersection Intersection Delay (sec/veh): 2.1 MovementWBLWBRNBTNBRSBLSBTLaneNBT Volume (vph)26762881785C6a8p1acity (vph) Conflicting Peds.(#/hr)000000HCM Control Delay (s)- Sign Control StopStopFreeFreeFreHeCM LFarneee VC Ratio0 Right Turn ChannelizedNoneNoneNoneNoneNoneHNCoMn eLane LOS- Storage Length00HCM 95th Percentile Queue (veh)501500 Median Width121212 Grade (%) 0%0%0% Peak Hour Factor0.900.900.900.900.900.90 Heavy Vehicles(%)222222 Movement Flow Rate29843201994757 Number of Lanes101011 Major/MinorMajor 1Major 2 Conflicting Flow Rate - All1275329003390 Stage 132900000 Stage 294600000 Follow-up Headway3.5183.318--2.2180 Pot Capacity-1 Maneuver184713--1219- Stage 1729----- Stage 2377----- Mov Capacity-1 Maneuver169.8713--1219- Mov Capacity-2 Maneuver169.8----- Stage 1# 0----- Stage 2348----- ApproachWBNBSB HCM Control Delay (s)17.800.9 HCM LOSCAA 6/6/2012Synchro 8 Report 39 HCM 2010 TWSCPM Peak Hour Scenario 3B - 2017 w/o RIRO 9: Gray Road & Full Access Intersection Intersection Delay (sec/veh): 3.4 MovementWBLWBRNBTNBRSBLSBTLaneNBT Volume (vph)2610866030104C4a2p1acity (vph) Conflicting Peds.(#/hr)000000HCM Control Delay (s)- Sign Control StopStopFreeFreeFreHeCM LFarneee VC Ratio0 Right Turn ChannelizedNoneNoneNoneNoneNoneHNCoMn eLane LOS- Storage Length00HCM 95th Percentile Queue (veh)501500 Median Width121212 Grade (%) 0%0%0% Peak Hour Factor0.940.940.940.940.940.94 Heavy Vehicles(%)222222 Movement Flow Rate2811570232111448 Number of Lanes101011 Major/MinorMajor 1Major 2 Conflicting Flow Rate - All1387718007340 Stage 171800000 Stage 266900000 Follow-up Headway3.5183.318--2.2180 Pot Capacity-1 Maneuver158429--871- Stage 1483----- Stage 2509----- Mov Capacity-1 Maneuver137.9429--871- Mov Capacity-2 Maneuver137.9----- Stage 1# 0----- Stage 2444.4----- ApproachWBNBSB HCM Control Delay (s)26.901.9 HCM LOSDAA 6/7/2012Synchro 8 Report 40