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WOODWARD TECHNOLOGY CENTER (FORMERLY LINK-N-GREENS) - PDP - PDP130001 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDY
TABLE 2 Short Range (2018) Background Peak Hour Operation 1 iJ1 ) fr_a Jl�r. 1 gtM1i lOfrr4 ,J 1'r ,LL \p j i t 11 M1.k.l. Y r......:�� 1e(nl uE� N�"7 ,4 r !V 3�:- ..?i `,i� {.5 �5/11l er, n A r 4 w IJ 11 �4 +Jv�AMi4` i J 5A 1 Wi y, ■.(1 �.{ (.�;pJ Mulberry/Lemay (signal) EB LT D D EB T C E EB RT A A EB APPROACH C E WB LT D E WBT C D WB RT A q WB APPROACH C D NB LT C C NBT D D NB RT q q NB APPROACH C C SB LT C D SB T C C SB RT A A SB APPROACH C C OVERALL C D Lemay/Magnolia (signal) WB LT D D WB RT D D WB APPROACH D D NBT q A. NB RT A B NB APPROACH A q SB LT q. q SB T q q SB APPROACH A A OVERALL A B vv. un JVliV W.I f 1O^L t.JQVc _—��—DELICH Link-N-Greens PDP TIS Amendment, January 2013 �,u rASSOCIATES HCM Unsignalized Intersection Capacity Analysis 4: Lincoln & East Access 2018 Bkgrd PM Delich Associates Movement EBL EBT WBT WBR SBL SBR Lane Configurations T 11� ►� Sign Control Free Free Stop Grade 0% 0% .. 0% Volume (veh/h) 4 383 423 3 20 31 Peak Hour Factor 0.85 0.85 0.85 0.85 0:85 0.85 Hourly flow rate (vph) 5 451 498 4 24 36 Pedestrians Lane Width (ft) .Walking Speed (fus) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) . OX, platoon unblocked vC; conflicting volume 501 959 499 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, Unblocked vol 501. 959 499 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 92 94 cM capacity (veh/h) 1063 284 571 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 5 451 501 60 Volume Left 5 0 0' 24 Volume Right 0 0 4 36 cSH 1063 1700 1700 409 ' Volume to Capacity 0.00 0.27 0.29 0.15 Queue Length 95th (ft) 0 0 0 13 Control Delay (s) 8.4 0.0 0.0 15.3 Lane LOS A C Approach Delay (s) 0.1 . 0.0 15.3 Approach LOS C Intersection Summary Average Delay 0•9 Intersection Capacity Utilization 32.4% ICU Level of Service A Analysis Period (min) 15 Michael Delich ro 6 Matthew J. Delich , P. E. SynchSynch013 Timing Report, Sorted By Phase .127: Vine & Lemay 2018 Bkgrd PM Delich Associates Phase Number 2 4 6 g 11An\/cMon} - CQTI cnTl K1=1 Ill/OTI Lead/Lag. Lead -Lag. Optimize Recall Mode C-Min None C-Min None Maximum Split (s) 85 35 85 35 Maximum Split (%) 70.8% 29.2% 70.8% 29.2% Minimum Split (s) 21.5 .22.5 22 22.5 - Yellow Time (s) 3.5 4. 3.5 4.5 All -Red Time (s) 1 1.5 1.5 1 Minimum Initial (s) 7 7 7 7 Vehicle Extension (s) 6 6 6 6 Minimum Gap (s) 3 3 3 3. Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 . Walk Time (s) 7 7 7. 7. Flash Dont Walk (s) 10 10 10 10 Dual Entry Yes Yes Yes. Yes Inhibit Max Yes Yes Yes Yes . Start Time (s) 48 13 48 13 End Time (s) 13 48 13 48 Yield/Force Off (s) 8.5 42.5 8 42.5 Yield/Force Off 170(s) 118.5 32.5 118 32.5 Local Start Time (s) 35 0 35 .0 Local Yield (s) 115.5_ 29.5 115 .29.5 Local Yield 170(s) 105.5 19.5 105 .19.5 Intersection Summary Cycle Length 120 Control Type Actuated -Coordinated Natural Cycle 90 Offset 13 (11%), Referenced to phase 2:SBTL and 6:NBTL, Startof Red Splits and Phases: 127: Vine & Lemay lr.: 02 --. 04 85*s . 35 s m� I m6 08 85 s 35 s Timing Report, Sorted By Phase 2018 Total PM 127: Vine & Lemay Delich Associates Phase Number 2 4 g g Movement : SBTL EBTL NBTL W13TL Lead/Lag Lead -Lag Optimize Recall Mode C-Min None C-Min None Maximum Split (s) 85 35 85 35 Maximum Split (%) 70.8% 29.2% 70.8% 29.2%' Minimum Split (s) 21.5 22.5 22 . 22.5 Yellow Time (s) 3.5 4 3.5 4.5 All -Red Time (s). 1 , 1.5 1.5 1 Minimum Initial (s) 7 7 7 7 Vehicle Extension (s) 6 6 ;6 6 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0. 0 Time To Reduce (s) 0 . 0 0 . 0 Walk Time (s) 7 7 7 .. 7 Flash Dont Walk (s) to. 10 10 10 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes - Start Time (s) 48 13 48 13 End Time (s) . 13 48, 13. 48 Yield/Force Off (s) 8.5 42.5 8 42.5 Yield/Force Off 170(s) 118.5 32.5 118 32.5 Local Start Time (s) 35 0 35 0 Local Yield (s) 115.5 29.5 115 29.5 Local Yield 170(s) 105.5 19.5 . 105 19.5 Intersection Summary Cycle Length 120 Control Type Actuated -Coordinated Natural Cycle 90 Offset: 13 (11%), Referenced to phase 2:SBTL and 6:NBTL, Start _of Red Splits and Phases: 127: Vine & Lemay 02 °4 85 s 35 s 1 06 08 85s 35s i HCM Signalized Intersection Capacity Analysis 127: Vine &. Lemay 2018 Total PM Delich Associates Movement EBL EBT EBR WBL WBT WBR NBL NBT "NBR SBL S+BT SBR Lane Configurations V T+ ►t T* Ideal Flow (vphpl) 1900 1900 1900 :.1900 1900 '1900 1900, 1900 1900 1900 1900 1900 Lane Width 12 16 12 .12 16 8 12 13. 12 12 14 12 Total Lost time (s). 4.5 4.5 4.5 4.5 4.0 3.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 0.92 0.99 0.99 Fit Protected " 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1.768 1951 1770 1883 1889 1964 Fit Permitted 0.20 1.00 0.27 1.00 0.85 0.80 Satd. Flow (perm) 367 1951 505 1883 1617 1570 Volume (vph) 48 .171 85 64 123 160 89 866 88 72 662 30 Peak -hour factor, PHF 0.85 0.88 0.85 . 0.85 0.85 0.85 0.85 0.91 0.85 0.85 0.90 0.85 Adj. Flow (vph) 56 194 100 75 145 188 105 952 104 85- 736 35 RTOR Reduction (vph) 0 16 0 0 41 0 6 3 0 0 . 1 0 Lane Group Flow (vph) 56 278 0 75 292 0 0 1158 0 0 855 0 Confl. Peds. (#/hr) 1 1 Confl: Bikes (#/hr) 1 9 3 Heavy Vehicles (%) 2% 5% 2% 2% 5% 2% 2% 2%' 2% 2%° 2%° 2% Turn Type Perm Perm Perm Perm Protected Phases 4 8 6 2" . Permitted Phases 4 g 6 2 Actuated Green, G (s) 25.0 25.0 25.0 25.0 84.5 85.0 . Effective Green, g (s) 26.0 26.0 26.0, 26.0 85.5 86.0 Actuated g/C Ratio ..0.22 0.22 0.22 0.22 0.71 0.72 Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 4.5 Vehicle Extension (s) 6.0 6.0 6.0 6.0 6.0 6.0. Lane Grp Cap (vph) 80 423 - 109 .408 1.152 1125 v/s Ratio Prot 0.14 c0.16 v/s Ratio Perm 0.15 0.15 c0.72 0.54 v/c Ratio 0.70 0.66 0.69 0.72 1.01 0.76 Uniform Delay, dl . 43.4 42.9 43.3 43.6 1Z.2 10.6 Progression Factor 1.00 1.00 1.00 1.00 0.90 1.00 Incremental Delay, d2 33.2 5.8 24.1 8.4 23.6, 4.8 Delay (s) 76.6 48.7 67.4 52.0 39.0 15.4 Level of Service E D E D p- B Approach Delay (s) 53.2 54.8. 39.0 ._ .15.4 Approach LOS . D p D B Intersection Summary HCM Average Control Delay 35.9 HCM Level of Service D_ HCM Volume to Capacity. ratio 0.94 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5 Intersection Capacity Utilization 104.8% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group Michael Delich Synchro 6 ; Matthew J. Delich , P. E. 1/28/2013 . Timing Report, Sorted By Phase 127: Vine & Lemay 2018 Total AM Delich Associates Phase Number 2 4 6 g Movement SBTL EBTL NBTL WBTL Lead/Lag Lead -Lag Optimize. Recall Mode C-Min . None C-Min None Maximum Split (s) 81 29 81 29 Maximum Split (%) 73.6% 26.4% 73.6% 26.4% Minimum.Split (s) 21.5 22.5 22 22.5 Yellow Time (s) 3.5 4 3.5 4.5 All -Red Time (s) 1 1:5 1.5 1 Minimum Initial (s) 7 7 7 7, Vehicle Extension (s) 6 6 6 6 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk.(s) 10 10 10 10 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes Start Time, (s) 76 47 76 47 End Time (s) 47 76 47 76 Yield/Force Off (s) 42.5 70.5 42 ' 70.5 Yield/Force Off 170(s) 32.5 60.5 32 60.5 Local Start Time (s) 29 , 0 29 0 Local Yield (s) 105.5 23.5 105 23.5 . Local Yield 170(s) . 95.5 13.5 95 13.5 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle. 60 Offset: 47 (43%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 127: Vine & Lemay o2 .. _'► 04 _. 81♦s 29 s "i ~ o6 08 81 s 29 s ' HCM Signalized Intersection Capacity Analysis 127 Vine & Lemay 2018 Total AM Delich Associates Movement EBL EBT EBR WBL- WBT WBR NBL NBT NBR SBL SBT: SBR Lane Configurations ►� • � Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900:" 1900 1900 1900 Lane Width 12 16 12 12 16 8 12 13 12: 12 14 12 Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 3.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 . 1.00 0.99 1.00 1.00'. Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.93 1.00 0.94 0.99 0.99 Fit Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1767 1922 1770 1922 1900 1965 Fit Permitted 0.30 1.00 0.50 1.00 0.88 0.94 Satd. Flow (perm) 562 1922 932 1922 1679 1861 Volume (vph) 18 90 64 82 '0.85 126 96 37 388 25 47 695 41 Peak -hour factor, PHF 0.85 0.93. 0.85 0.85 0.85 0.85 0.86 0.85 0.85. 0.85 0.85 Adj. Flow (vph) 21 97 .75 96 148 : 113 44 451 . 29 55 818 48 RTOR Reduction (vph) 0 27 0 0 26 0. 0 2 0 0 2 Lane Group Flow (vph) 21 145 0, 96 235 0 0 522 0 0 0 919 0 Confl. Peds. (#/hr) 1 1 . Confl. Bikes (#/hr) 1 3 Heavy Vehicles (%) 2% 5% 2% 2% 5% 2% 2% 2% 9 2% 20% 2% 2% Turn Type Perm Perm. Perm Perm Protected Phases 4 8 6 2 Permitted Phases .4 8 6 - . Actuated Green, G (s) 26.3 20.3 20.3 20.3 79.2 2: 79.7 Effective Green, g (s) 21.3 21.3 21.3 21.3 80.2 80.7 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.73 0.73 Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 4:5 Vehicle Extension (s) 6.0 6.0 6.0 6 0 6.0 6.0 Lane Grp Cap (vph) 109 372 180 372. 1224 1365 v/s Ratio Prot 0.08 c0.12 v/s Ratio Perm 0.04 0.10 0.31 c0.49 v/c Ratio 0.19 0.39 0.53 0.63 . 0.43 0.67 Uniform Delay,.d1 37.1 38.7 39.9 40.8 5.9 7.7 Progression Factor 1.00 1.00 1.00 " 1.00 0.55 1.00 Incremental Delay, d2 2.4 1.9 7.1 5.8 1.0 2.7 Delay (s) 39.6 40.6 46.9 46.5 4.3 10.4 Level of Service D D D D A Approach Delay (s) 40.5 46.6 4.3. B Approach LOS . p10.4 D q B, Intersection Summary HCM Average Control Delay 18.2 HCM Level of Service B HCM Volume to Capacity ratio 0.66' . Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 80.1% ICU Level of Service p. Analysis Period (min) 15 , c Critical Lane"Group Michael Delich Matthew J. Delich P. E. Synchro 6 , 1/28/2013 HCM Unsignalized Intersection Capacity Analysis. 9: Lincoln & West Access 2018.Total PM Delich Associates ` ♦- * I � 1 r Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL 1.SBT SBR Lane Configurations Sign Control Free Free Stop Stop Grade 0% 0% .0% , 0% Volume (veh/h) 3 406 15 8 573 2 37 0 22 16 0 25 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 4 478 18 9 674 2. 44 0 26 19 0 . 29. Pedestrians . Lane Width (ft) . Walking Speed.(ft/s) Percent Blockage Right turn flare (veh) Median type None :: None- -Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 676 495 1207 1180 478 1205 1196 675 vC1, stage 1 conf vol vC2, stage 2 conf vol. vCu,unblocked vol 676 495 1207 1180 478 1205 1196 675 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7:1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 : 3.3 . 3.5 4.0 3.3 p0 queue free % 100 99. 71 100 . 96 88 .100 . 94 cM.capacity (veh/h) 915 1068 148 188 588 152 184 454 .. Direction, Lane # EB 1 .EB 2 EB 3 WB 1 WB 2 NB 1 SB 1 Volume Total 4 478 18 9 676 69 48 Volume Left 4 0 0 9 0 44 19 Volume Right . 0 0 18 .0 2 26 29 cSH 915 1700 1100 1068 1700 '206 256 Volume to Capacity 0A0 0.28 . 0.01 0.01 0.40 0.34 0.19 Queue Length 95th (ft) 0 0 0: 1 0 35 17 Control Delay (s) 8.9 0.0 0.0 8.4 0.0 31.2 22.3 Lane LOS A A b C . Approach Delay (s) 0.1 0.1 31.2 .. 22:3 Approach LOS D C Intersection Summary Average Delay 2.6 Intersection. Capacity Utilization 42.4% ICU Level of Service A Analysis Period (min) 15 Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 HCM Unsignalized Intersection Capacity Analysis 9: Lincoln & West Access 2018 Total AM Delich Associates Movement EBL EBT EBR WBL WBT WBR NBL . NB ` T NBR SBL SBT SBR Lane Configurations �. t ill' . Sign Control Free Free stop. Stop Grade 0% 0% 0% 0% Volume (veh/h) .23 351 51 28 285 16 8 0 5 2 0 3 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 27 413 60 33 335 19 9 0 6 2 . 0 4 Pedestrians " Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None - None. Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 354 473. 872 887 413 884 938 345 vC1, stage 1 conf vol vC2, stage 2 conf vol . vCu, unblocked vol 354 473 872 887 413 884 938 345 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 98 97 96. 100 99 99 100 99 cM capacity (veh/h) " 1205 1089 259. 268 639 253 251 698 • Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 SB 1 Volume Total 27 413. 60 33 354 15 6 Volume Left 27 0 0: 33 0 9 2 Volume Right 0 0 60 0 19 6 4 cSH 1205 1700 1700 1089 1700 336 410 Volume to Capacity . 0.02 . 0.24 0.04 0.03 0.21. 0.05 0.01 Queue Length 95th (ft) 2.. 0 0 2 0 4 1 Control Delay. (s) 8.1.. 0.0 0.0 . 8.4 0.0 16.2 13.9 Lane LOS A A .. C . B . Approach Delay (s) 0.4 0.7 16.2 13.9 - Approach LOS C B Intersection Summary Average Delay . 0.9 Intersection Capacity Utilization 33.3% ICU Level of Service A Analysis Period (min) 15 Michael Delich Synchro 6 Matthew J. Delich , P. E: 1/28/2013 HCM Unsignalized. Intersection Capacity Analysis 4: Lincoln & East Access 2018. Total PM Delich Associates. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►� . Sign Control Free Free Stop Stop Grade ". 0% 0% 0% 0% Volume (veh/h) 4 444 12 21 478 3 46 0 22 20 0 31 Peak Hour Factor. 0.8.5 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 . 0.85 0.85 0.85 Hourly flow rate (vph) 5 522 14 25- 562 4 54 0 26 24 . 0 . 36 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 56.6 536 1180 1147 522 1171 1159 " 564 " vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 566 536 1180 1147 522 1171 1159 564 tC; single (s) 4.1 4.1 . 7.1' 6.5 6.2 . 7.1 6.5 6.2 tC, 2 stage (s) .. . tF (s) 2.2 2.2 3:5 4.0 3.3. 3.5 3.3 p0 queue free % 100 98 64 .100 95 85 .4.0 100 93 cM capacity (veh/h) 1006 1032 152 193 554 _ 158 190 525 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 SB 1 Volume Total 5 522 .14 25 566 80 . 60 Volume Left 5 0 0 25 0 54 24 Volume Right 0 0 14 0 4 26 36 cSH 1006 1700 1700. 1032 1700 199 275 Volume to Capacity, 0.00 .0.31 0.01 0.02 0.33 0.40 0.22 Queue Length 95th (ft) 0 0 0 2. 0 45 20 Control Delay (s) 8.6 0.0 0.0 .8.6 0.0 34.8 21.7. - Lane LOS A A p C Approach Delay (s) 0.1 0.4 34.8 21.7 Approach LOS D C Intersection Summary Average Delay 3.4 Intersection Capacity Utilization. 38.6% ICU Level of Service A Analysis Period.(min) 15 Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 HCM Unsignalized Intersection Capacity Analysis 4: Lincoln & East Access 2018 Total AM Delich Associates Imp F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t rf► . Sign Control Free Free Stop Stop Grade - 0% 0% 0% 0% Volume (veh/h) 29 252 51 66 301 20, 8 0 6 3 0 4 Peak Hour Factor; 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 .0.85 0.85 0.85 Hourly flow rate (vph) 34 296 60 78 354 24 9 0 7 4 0 5 . Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent. Blockage Right.turn flare (veh) Median type, None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC; conflicting volume 378 356 879 898 296 893 946. 366 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 378 356 879 898 :296" 893 946 366 ` tC, single (s) 4.1 4.1 7.1 6.5 _6.2 7.1 6.5 6.2 tC, 2 stage (s) IF (s) "- 2.2 2.2 3.5 4.0 3:3 .3.5 4.0 3.3 " p0 queue free % 97 94 96 100 • 99 99 100 99` cM capacity (veh/h) 1181 120.2 248 254 743 242 238 ` 679 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 NB 1 SB Jr Volume Total 34 296 60 78 378 16 8 Volume Left 34_ 0 0 78 0, 9 4 Volume Right 0 0 60 0 24 7 5 cSH 1181 1700 1700 1202 1700 - 347 382 Volume to Capacity 0.03 0.17 0.04 .0.06 0.22 0.05 0.02" Queue Length 95th.(ft) 2 0 0 5 0. 4 2 ` Control Delay (s) 8.1 0.0 0.0 8.2 0.0 - 15.9 14.6 'Lane LOS A A C . g; Approach Delay (s) 0.7 1,4 .; 15.9 14.6 Approach LOS C B Intersection Summary . Average Delay 1.5 Intersection Capacity Utilization 33.7% ICU Level of Service q Analysis Period (min) 15. Michael Delich Synchro 6 Matthew J. Delich, P. E.. 1/28/2013 Timing Report, Sorted By Phase. 73: Lincoln Lemay, 2018 Total PM Delich Associates Phase Number 1 2 3 4 5 6 7 8 Movement NBL SBTL WBL EBTL SBL NBTL EBL WBT Lead/Lag Lead .Lag Lead .Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None None C-Max None None • Maximum Split (s) 17 61 11 31 11 67 . 11 31 Maximum Split (%) 14.2% 50.8% .9.2% 25.8% 9.2% 55.8% 9.2% 25.8% Minimum Split (s) 11 36 .11 29 11 . .30 11 24.5 Yellow Time (s) . 3 3.5 3 3.5 3 4 3 4- All-Red Time (s) 1 2.5 1 2.5 1 2 1 1:5 Minimum Initial (s) 4 7 4 7 4 7 7. Vehicle Extension (s) 3 3 3 3 3 3 .4 3 3 Minimum Gap (s) 3 3, 3 3 3 3 3 3 . Time Before Reduce (s) 0. 0 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 .. 0 .. 0 0 Walk Time (s) .7 7 7 7 Flash Dont Walk (s) 17 13 17 12 ..Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes. Yes Yes Start Time (s) . 92 109 50 61 92 103 50 .Yes 61 End Time.(s) 109 50 61 92 .103 50 61- 92 Yield/Force Off (s) 105 44 57 86 99 44 .. 57 .86.5 Yield/Force Off 170(s) 105 27 57 73 99 27 57 74.5 Local Start Time (s) 42 59 0 11 42 53 0 11 Local Yield (s) 55 114 7. 36 49 114 7 36.5.` Local Yield 170(s) 55 97 7 23 49 97. 7 24.5 Intersection Summary Cycle Length 120 Control Type Actuated -Coordinated Natural Cycle 105' Offset: 50 (42%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 73: Lincoln & Lemay ;o2 ld� 17s 61s o3 11s o4 31s f= . o5 06 07 . : ; o8 11s 67 s 11 31 s HCM Signalized Intersection Capacity Analysis 73: Lincoln & Lemay 2018 Total PM Delich Associates " . Movement ". EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t . IV �, ►� . Ideal Flow (vphpl), 1900 1900 1900 1900 1900' 1900 ,:1900 1900 1900 1900 1900 1900' Lane Width 14 14 13 13 13: 12. .,13 "... 13 13 12 12 12' Total Lost time (s) 3.0 5.0 5.0 3.0 .4.5 4.5 3:0 5.0 5.0 3.0 5.0 Lane.Util. Factor 1.00 1.00 1.00 1.001 1.00 ' 1.00 1.00 1.00 . 1.00 1.06 1.00 Frpb, ped/bikes 1.00 ' 1.00 0.98 ' 1.00 1.00 0.97 1.00 . 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00, 1.00 1.00 . 1.00. 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Fit Protected 0.95 1.00 . 1.00 0.95 1.00 1.00" 0.95 1.00 1.00 ' 0.95 1.00 Satd. Flow (prot) 1887 1687 1610 " .1828 • 1925 1542 1829 1925 1599 .1770 1833 Fit Permitted 0.22 1.00 1.00 0.30 1.00 1.00 0.07 1.00 1.00 0.17 1.00 Satd. Flow (perm) 440 1987 1610 581 . 1925 1542 126 1925 1599 ' 319 1833 Volume (vph) 123 233 230 100 272 234 270 749 83 145" 680 75 Peak -hour factor, PHF 0.85 . 0.86 0.85 0.85 " 0.89 0.87 0.94 0.94 0.85 . 0.85 0.93 0.87 Adj. Flow (vph) 145 271 271 118.1 306 . 269 287 . 797 ; . 98'. 171 731 8, 6 6 RTOR Reduction (vph) 0. 0 217 0 0 198 " 0. 0 0 0 4 Lane Group Flow (vph). 145 271 54 " 118 306 71 287 797 98 171 813. 0, Confl. Peds. (#/hr). 2 1 1 2 5 5 Confl: Bikes (#/hr) . 2 Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8. 8 6 Free 2 Actuated Green, G (s) 28.9 21.9 21.9 29.4 22.4 22.4 75.1 63.4 120.0 62.7 55.0 Effective Green, g (s) 32.9 " 22.9 22.9 32.9 23.4 23.4 78.1 ` 64.4 120.0 66.7 56.0 Actuated g/C Ratio 0.27 0.19 0.19 0.27 0.19 0.19 0.65 0.54 1.00 ' 0.56 0.47 Clearance Times 4.0 6.0 6.0 4.0 • 5.5 5.5 4.0 6.0 4.0 6`0 , Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.6 3.0 3.0 Lane Grp .Cap (vph) 217 379 307 242 375 301 325 .1033 1599 283 855 v/s. Ratio Prot c0.04 0.14 0.03 c0.16 c0.13 . 0.41 0.04 " 0.44 v/s Ratio" Perm 0.14 0.03 0.10 0.05 c0.45 0.06 0.29 v/c Ratio 0.67 0.72 0.18 0.49 0.82 0.24 ' 0.88 ° 0.71 0.06 0.60 0.95 Uniform Delay, d1 35.4 45.5 40.7' '1.00 34.5 46.2 40.8 38.1 22.0 0.0 ` 18.4. 30.7 , Progression Factor 1.00 1.00 1.00 1.00 1.00 1.44 0.80' 1.00 1.02 0.89 incremental Delay, d2 7.6 6.3 0.3 . 1.5 ,12.8 0.4 22.1 5.2 0.1- 2.6 16.8 Delay (s) 42.9 61.8 40.9 36.0 591 41.2 76.9 22.8 0.1 21.4 44.1 Level of Service D D D D. E D E C A C D Approach. Delay :(s) 45.6 48.2 340 :- 40.1 - Approach LOS D. p _ .0 p Intersection Summary HCM Average Control Delay 40.7 HCM Level of Service p .HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 10.5 Intersection Capacity Utilization 91.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Michael Delich ro 6 SynchSynch013. Matthew J. Delich , P. E. Timing Report, Sorted By Phase 2018 Total AM 73: Lincoln & Lemay. Delich Associates Phase Number 1 2 3 4 5 6 7 g Movement NBL SBTL WBL EBTL SBL NBTL EBL WBTL • Lead/Lag Lead Lag Lead Lag Lead Lag .Lead Lag Lead -Lag Optimize ., . Recall Mode. None C-Max None None None.C-Max None .None Maximum Split (s) 12 65 11 22 14 63 11 22 Maximum Split (%) .. 10.9% 59.1 % 10.0% 20.0% .12.7% 57.3% 10.0% 20.0% Minimum Split (s) 11 30 11 . 29 11 30 ,. 11 24.5 Yellow Time (s) 3 3.5 3 3.5 3 4 3 4 All -Red -Time (s). 1 2.5 1 2.5 1 2 1 1.5 Minimum Initial (s) 4 7 -4 7 4 7. 4 7 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) 3. 3 3 3 3 `: 3. 3 3. Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To Reduce (s) 0 0, 0 0 0 0 0 0 Walk Time (s) . 7 7 7 7 Flash Dont Walk (s) 17 13 17 12 Dual Entry No Yes No Yes No Yes No,, Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 20 32 97 108 20 34 97 108 End Time,(s) 32 97 108 20 34 97 108- 20 Yield/Force.Off,(s) . .28 " 91 104 14 30 91 104 14.5 Yield/Force Off 170(s) . . 28 74 104 1 30 .. 74 104 _ 2.5 Local Start Time (s). 33 45 0. 11 33 47 0 11 " Local Yield (s) 41 104 7' 27 43 . -104 7 27.5 Local Yield 170(s) 41 87 7 14 43 87 7 15.5 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 95 Offset: 97 (88%), Referenced to,phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 73: Lincoln & Lemay 12s 65s 22s - a '1 m5 41.. a6. '� m7 m8 14s 3s 11 s ; 22s HCM.Signalized Intersection Capacity Analysis 73: Lincoln & Lemay 2018 Total AM Delich Associates Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations. ►j t if t t r�► Idea[,Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 14 14 13 13 13 12 13 13 13 12 12 12 Total Lost time (s) 3.0 5.0 5.0 3.0 4.5 4.5 ' 3.0 5.0 5.0 3.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 . 1.00 1:00 1.00' 1.00 . Frpb, ped/bikes 1.00 1.00 0.98 1.00. 1.00 0.97 1.00 1.00 0.98 1.00 ' 1.00 Flpb, ped/bikes 1.00 .1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Fit Protected 0.95 . 1.00 1.00 0.95 , 1.00 1:00 ' 0.95 1.00 1.00 0.95, 1.00 Satd. Flow (prot) 1883. 1987 1609 1828 1925 1543 1829 1925 .1599 1765 1820 Fit Permitted 0.58 1.00 1.00 0.36 1.00 1.00 0.151 1.00 1.00 0.47 1.00 . Satd. Flow (perm) 1159 1987 1609 699 1925 1543 293. 1925 1599 873 1820 . Volume (vph) 24 172 136 80 125 : 106 191 316 43 154 602 110 Peak -hour factor, PHF 0.85 0.85' 0.85 0.85 . 0.85 0.85 0.85 0.85, 0.85 0.85 0.85 0.85 Adj. Flow (vph) 28 202 160 94 .147 125 225 372 51 181 708 129 RTOR Reduction (vph) 0 0 136, 0, 0 104 0 0 0 0 6 0 Lane Group Flow (vph) ` ' 28 202 ' 24 94 147 21 225 372 51 181 831. 0 Confl. Peds. (#/hr) 2 1 1 2 5 5 Confl. Bikes (#/hr) 2 .` Turn Type pm+pt Perm pm+pt Perm pm+pt- Free pm+pt Protected Phases 7 4 3" 8 1 6 5 . 2 Permitted Phases, 4 4: 8 8 6 Free 2 Actuated Green, G (s).'' 19.3 15.2 15.2 22.8 17.2 17.2 68.5 60A 110.0 .69.9 61.1 , Effective Green, g (s) 23.3 16.2 16.2 _ 26.3 18.2. 18.2 72.5 61.4 110.0 73.9 62.1 Actuated g/C Ratio 0.21 0.15 0.15 0.24 0.17 0.17 0.66 0.56 1.00 0.67 0.56 Clearance Time (s) , 4.0' 6.0 - 6.0 4.0 5.5 5.5 4.0 6.0 4.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 . 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 279 293 237 235. 319 255 320 1075 1599 666. 1027 v/s.Ratio Prot 0.00 c0.10 cO.02 0.08 . cO.06 0.19 cO.02 cO.46 v/s Ratio Perm .: 0.02 ., 0.01 , 0.07 0.01 0.41. 0.03 0.16 v/c Ratio 0.10 0.69 0.10. 0.40; OA6 0.08 0.70 0.35 0.03 0.27. 0.81 Uniform Delay, d.1 34.7 . 44.5 40:6 33.9. 41.5 . 38.8 16.1 13:3 0.0 7.0 19.2 Progression Factor 1.00. ,1.00 1.00 1.00 1.00 1.00 1.71 0.84 1;00 . 0.79 0.94 Incremental Delay, d2 . 0.2 6.6 0.2 1.1' . 1.1 0.1 6.5 0.8 " 0:0 0.2 5.5 Delay (s) 34.9 51.1 40.8 35.0 42.5 39.0 . 34.0 12.0 .0.0 5.7 23.5 .' Level, of Service .. ,: C D D .D D D C B, •.:, A.- A C Approach Delays) 45.7 39.4 18.7 20.4 Approach LOS . D D g. C Intersection Summary HCM Average Control Delay 26.9 HCM Level of Service . C HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0 Intersection Capacity Utilization 77.7% ICU Level of Service D Analysis. Period (min) . 15 .. . c Critical Lane Group Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 4 HCM Unsignalized Intersection Capacity Analysis 2: 3/4 Access & Lemay" 2018 Total PM Delich Associates. Movement EBL EBR NBL NBT SBT SBR Lane Configurations tt tt Sign Control Stop Free free Grade 0% 0% . 0% . Volume (veh/h) 0 242 .57 1046 992 9 Peak Hour Factor 0.85 0.85 0.85 0.94 ' 0.93 0.85 Hourly flow rate (vph) 0 285 67 1113 1067 1"1 Pedestrians Lane, Width (ft) Walking Speed (fibs) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 873 725 pX, platoon unblocked . 0.87 vC, conflicting volume 1757 .,533 1077 " vC1, stage 1 conf vol vC2, stage 2 conf vol - vCu, unblocked vol 1719 533 1077 IC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) , tF (s) 3.5 3.3 2.2 pO queue free % 100 42 90 cM capacity (veh/h) 62 491 643 Direction, Lane # EB 1 ' NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 285 67 556 .556 533 533 11 Volume Left 0 67 0 0 0 0 0 - Volume Right 285 0 0 0 0 0 11 cSH 491 643 1700 1700 1700 1700 1700 Volume to Capacity 0.58 0.10 0.33 0.33 0.31 0.31 0.01 Queue Length 95th (ft) 91 9 0 0 0 0' 0 Control Delay (s) 22.0 11.2 0.0 - 0.0 0.0 0.0 0.0 Lane COS C B Approach Delay (s) 22.0 0.6 0.0 Approach LOS C Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 49.1 % ICU Level of Service A . Analysis Period (min) . 15 Michael Delich Synchro 6 :Matthew J. Delich , P. E. 1/28/2013 HCM Unsignalized Intersection Capacity Analysis 2:.3/4 Acdess & Lemay 2018 Total AM Delich Associates Movement EBL EBR NBL NBT SBT SBR Lane Configurations' tt tt Sign Control Stop Free Free Grade 0% 0% 0% Volume.(veh/h) 0 49 210 646 763 45 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 58 247 760 898 53 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 873 725 pX, platoon unblocked 0.95 vC; conflicting volume 1772 449 951, vC1, stage 1 conf Vol . vC2, stage.2 conf Vol VCu, unblocked Vol 1760 449 951 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2, p0 queue free % 100 90 66 cM capacity (veh/h) 47 557 718 Direction, Lane # EB 1 :NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 58 247 380 380, 449 449 53 Volume Left. 0, 247 0 0 0 0 0 Volume Right 58 0 0. 0 0 0 53 cSH 557 718 1700 1700 1700 1700 1700 Volume to Capacity 0`.10 0.34 0.22 0.22 0.26 0.26 0.03 . Queue Length 95th (ft) 9 38 0 0 0 0 0:. Control Delay (s) 12:2 12.6 0.0 0.0. 0.0 0.0 0.0- Lane LOS B B Approach Delay (s) 12.2 3.1 0.0 . Approach LOS B Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 39.4% ICU Level of Service A Analysis Period (min) 15 Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 Timing Report, Sorted: By Phase 145: Magnolia & Lemay 2018 Total PM Defich Associates Phase Number 1 2 3 -4 5 6 7 g Movement NBL ' SBTL WBL EBT S13L NBTL EBL WBT• Lead/Lag Lead Lag Lead Lag Lead .Lag Lead Lag Lead -Lag Optimize Recall Mode None C-Max None None None C-Max None None - Maximum Split (s) 11 63 24 22 11 63 17 29 ' Maximum Split (%) 9.2%. 52.5% 20.0% 18.3%0 9.2% 52.5% 14.2% 24.2% Minimum Split (s) 11 24.5 13 29.5 11 24.5 11 29.5 . Yellow Time (s) .3: 4 3 4 3 4` 3 4 All -Red Time (5) 1 1.5 .2. 1.5 1 1.5 1 1.5 Minimum Initial (s) 4 7. 7 4 4 7. `4 7 -Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0, 0 0 0 - 0 0 ... 0 '0 Time To Reduce (s) 0 0 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 . Flash Dont Walk (s) 12 .17 12 17 Dual Entry No Yes Yes Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 39 50 113 .. 17 39.. 50 113 10 End Time (s) 50 113 17 39 50 113 10 39 Yield/Force Off (s) 46 107.5 12 33.5 46 107.5 : 6' 33.5 Yield/Force Off 170(s) 46 95.5 12 16.5 46 95.5 .. 6 16.5 Local Start Time (s) 46 57. 0 24: 46. 57, 0 17 Local Yield (s) 53 114.5 19 40.5 53 114.5 13 40.5 Local Yield 170(s) 53 102.5 19 23.5 53 102.5 13 23.5 Intersection Summary Cycle Length 1201. Control Type Actuated -Coordinated Natural Cycle .. 90 Offset: 113 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 145: Magnolia & Lemay 4N 01 ,� a -;�" o2 4' e3 -► 04 11 s 63 s _ <r;R§ 24 s 22s r.., o5 e6 o7 og. 11s 63s. 17s 2c HCM Signalized Intersection Capacity Analysis 145: Magnolia & Lemay 2018 Total PM Delich Associates . AN - Movement EBL EBT. EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi I T► M T* tt r tt r Ideal Flow (vphpl) 1900 1900 1900. 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 .12 12 12 12 12 12 12 13 12 12 12 Total Lost time (s) 4.0 4.0 , 5.0 4.0 4:0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.97 1.00 1.00 0.95 1.00 1.00 0.95 . 1.00 Frpb, ped/bikes 1.00 1.00 1.00 . 0.99 1.00 . 1.00 0.97 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00- 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1583 3433 1562 1770 3539 1588 ` 1769 3539 1583 Fit Permitted 0.95 1.00 0.95 1.00 0.20 1.00 1.00 0.25 1.00 Said. Flow (perm) 1770 1583 3433 1562 381 3539' 1588 459 3539 .1.00 1583 Volume (vph) 102 0 97 405 0 133 144 869 276 184 1005 46 Peak -hour factor; PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 .0.96 0.96 0.96 . Adj. Flow (vph) 106 0 101 422 .. 0 139 150 905 . 288 192 1047,- 48 RTOR Reduction (vph) . 0 95 0 0 122 . .0 ' 0 0 123. _ ' 0 0.. 20. Lane Group Flow (vph) 106 6 0 422 17 0 150 905 165 : 192 1047 _ 28 Confl. Peds. (#/hr) 1 3 3 Tum Type Prot Prot pm+pt Perm pm+pt Perm Protected Phases: 7 4 3 8 1 6 5 2 Permitted Phases 6 6 2 2 Actuated Green, G (s) 11.3 5.9 18.0 13.6 75.3 67.4 67.4 76.9 68.2 68.2 Effective Green, g (s) . 11.3 7.4 18.0 15.1 76.8 68.9 68.9 78.4 69.7 69.7 Actuated g/C Ratio 0.09 0.06 0.15 , 0.13 0.64 0.57 0.57 0,65 0.58 0.58) Clearance Time (s) 4.0 5.5 5.0 5.5 4.0 5.5 5.5 4.0 '5.5 5.5 Vehicle Extension (s) ` 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 167 98 515 197 335 2032 912 395 2056 919 v/s Ratio Prot 0.06 .0.00 c0.12 c0.01 0.03 0.26 c0.04 c0.30 v/s Ratio Perm 0.26 0-% 0.28 v/c Ratio 0.63 0.06 0.82 0:00 0.45 0.45 0.18 0.49. 0.51 0.03 . Uniform Delay, d1 52.4 53.0 49.4 46.4 10.3 14.6 12.1 9.5 15.0 10.7 Progression Factor 1.00 1.00 1.00 •1.00 1.58 0.32 .0.62 ` 0.57 0.70 0.42 Incremental Delay, d2 7.7 0.3 9.8 0.2 0.6 0.5 0.3 0.1 0.7 0.0 Delay (s) 60.0 53.3 59.3 .46.6 16.9 5.1 7.8. 6.1,. 11.1 4.6 Level of Service E D E D B A A A B A. Approach Delay (s) 56.7 56.1 7.6 10.1 Approach LOS E E A B Intersection Summary HCM Average Control Delay 19.3 HCM Level of Service B ' HCM Volume to Capacity ratio 0.50 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 66.9% ICU Level of Service C Analysis, Period (min) 15 c Critical Lane Group . Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 Timing Report, Sorted By Phase 145: Magnolia & Lemay 2018 Total AM Delich. Associates `� 1.-.. � .--.► Phase Number 1 2 3 4 5 6 7 8 Movement NBL SBTL WBL EBT SBL NBTL EBL WBT Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag . Lead -Lag Optimize . Recall Mode None C-Max None None None C-Max None None Maximum Split (s) . 12 63 13 22 12 63 11 24 Maximum Split (%) 10.9% 57.3% 11.8% 20.0% 10.9% 57.3% 10.0% 21.8% - Minimum. Split (s) 11 24.5 13 , 29.5. 11 24.5 ' 11 29.5 Yellow Time (s) 3 4. 3 4 .3 4 3 4 All -Red Time (s) 1 1.5 2 1.5 1 1.5. 1 1.5 Minimum Initial (s) 4 7 7 4 4 7 4 7 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 12 17 121; Dual Entry No Yes Yes Yes No Yes No. .17 Yes Inhibit.Max Yes. Yes. Yes Yes Yes Yes Yes Yes Start Time (s) 72 84 37 50 72 84.. 37 48 End Time (s) 84 37 50. 72 84 37 48 72 Yield/Force Off (s) 80 31:5 45, 66.5 80 31.5 44 66.5 Yield/Force Off 170(s) 80 19.5 45 49.5 80 19.5 - 44 49.5 Local Start Time. (s) 35 . 47 0 13 35 47 0 11 Local Yield (s) 43 104.5 8 29.5 43 104.5 7 29.5 Local Yield 170(s) . 43 92.5 8 12.5 43 92.5 7 12.5 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle . 80 . Offset: 37 (34%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 145: Magnolia & Lemay m2 03 04 12s 63s 13s 22s 05 _ `I' 06 V. 07 08 s I I Ell s 24 s HCM Signalized Intersection Capacity Analysis 145:.Magnolia & Le may 2018 Total AM Delich Associates Movement EBL EBT EBR WBL .WBT 'WBR NBL NBT NBR SBL SBT. SBR Lane ConfigurationsVi ,�� ,�,� Ideal Flow (vphpq 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width: 12 12 12 '12. 12 12:' 12 12 13 12 12 ' 12 Total Lost time (s) 4.0 4.0 5.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 0.97. 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 .1.00 1.00 0.99 1.00 1.00 0.97 '1.00 1.00 1.00 Flpb, ped/bikes 1.00 . 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1:00 1.00 .0.85 1.00. 1.00 .1.00 0.85 Fit Protected 0.95. 1.00 6.95 1.00 0.95 1.00 . 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1583 3433 1562 1770 3539 1589 : 1769 3539 1583 Fit Permitted 0.95 1.00 0.95 • 1.00 0.32 . 1.00 1.00 0.28 1.00 1.00 Satd. Flow (perm) 1770 1583 3433 1562 598 3539 1589 520 3539 1583 Volume (vph) 46 0 33 113 0 36 201 789 ' 68 113 658 43 Peak -hour factor, PHF 0.86 0.86 .0.86 0.86 0.86 0.86 0.86 .. 0.86 0.86 0.86 0.86 '0.86 Adj: Flow (vph) 53 0 38 131 0 42 234 917 79. 131 765 50 RTOR Reduction (vph) 0 36 0 0 30 0 0 0. 26 0 0 17 .Lane Group Flow (vph) . 53 2 0 . 131 _ 3 0 234 917 53 131 765 33 Confl. Peds. (#/hr) 1 , 3 3 Turn Type Prot Prot pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 1 6 5 .2 , Permitted Phases 6 6 2 2_ Actuated Green, G.(s) . 6.0 3.3 . . 7.9 6.2 80.4 72.8 72.8 77.2 71:2 71.2 Effective Green, g (s) 6.0 4.8 7.9 .. 7.7 81.9 74.3 74.3 . 78.7 72.1 72.7 Actuated g/C Ratio 0.05 0.04 0.07 0.07 0.74 0.68 0.68 0.72 0.66 0:66 Clearance Time (s) 4.0 5.5 5.0 5.5 4.0 5.5 5.5 4.0 5.5 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 97 69 247 109 526. 2390 1073 440 2339 1046 v/s Ratio Prot. 0.03 0.00 c0.04 c0.00 - c0.03 0.26 0.02 0.22 v/s Ratio Perm c0.30 0.03 0.20 0.02 v)c Ratio 0.55 0.02 0.53 0.03 0.44 0.38 0.05 0.30 0.33 0.03 Uniform Delay, d1 50.7 50.4 49.3 47.7 4.6. 7.8 6.0 . 5.1 8.1 6.5 Progression Factor 1.00 1.00 1.00 1.00 1.56 0.24 0.00 0.50 0.44 0.21 Incremental Delay, d2 6.2 0.1 2.2 .. 0.1' 0.5 0.4 0.1 0.3 0.3 0.0 Delay (s) 56.8 50.5 51.4. 47.8 7.7 2.3 0.1 2.9 3.8 1.4 Level of Service E D D D A A A.- A A A Approach Delay (s) 54.2 50.5 3.2 3.6 Approach LOS D D A A'. Intersection Summary HCM Average Control Delay 8.6 HCM Level of Service A HCM Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.0 . Intersection Capacity Utilization 49.5% ICU Level of Service A Analysis Period (min) 15 c . Critical Lane Group HCM Unsignalized Intersection Capacity Analysis . 7: RT Access & Lemay 2018 Total PM Delich Associates . Movement EBL EBR NBL" NBT SBT. SBR Lane Configurations tt 0 Sign Control Stop Free Free Grade.. 0% 0% 0% Volume (veh/h) 0 95 0 1289 1485 22 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96. 0.96 Hourly flow rate (vph) 0 99 0 1343 1547 23 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) " • Upstream signal (ft) 532 577. pX, platoon unblocked 0.88 0.82 0.82 vC, conflicting volume . 2230 785 1570 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked Vol 1645 518 ' 1475 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) . tF (s) 3.5 3.3 2.2 pb queue free % 100 76 100 cM capacity (veh/h) 79 412 371 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 99 67.1 671 1031 539 Volume Left 0 0 0 0 0 Volume Right 99 0 0 0 23 cSH 412 1700 1700 1700 _ 1700 Volume to Capacity 0.24. 0.39 0.39 0.61 . 0.32 .' Queue.Length 95th.(ft) 23 0 0 0 p Control.Delay (s) 16.5 0.0 0.0 0.0 0-0 Lane LOS C Approach Delay (s) 16.5 0.0 0.0 Approach LOS C Intersection Summary Average Delay 0:5 Intersection Capacity Utilization 54.3% ICU Level of Service q Analysis Period (min) 15 Michael Delich Synchro 6 Matthew J. Delich , P. E. - 1/28/2013 HCM Unsignalized Intersection Capacity Analysis 7: RT Access & Lemay 2018 Total AM Delich Associates 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 57 0 1058 784 20 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 0 66 0 1230 912 23 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 552 557 pX, platoon unblocked 0.89 0.91 0.91 vC, conflicting volume 1538 467 935 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1185 319 831 IC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s)- 3.5 3.3 2.2 p0 queue free % 100 89 100 cM capacity (veh/h) 162, 617. - 726 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 66 615 615 608 327 Volume Left 0 0 0 0. 0 Volume Right 66 0 0 0 23 cSH 617 1700 1700 1700. 1700 Volume to Capacity 0.11 0.36 0.36 0.36 0.19 Queue Length 95th (ft) 9 0 0 0 0 Control Delay (s) 11.5 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 11.5 0.0 0.0 Approach LOS . B Intersection Summary Average Delay 0.3 -Intersection Capacity Utilization. 32.6% ICU Level of Service 11 A " Analysis Period (min) 15 Michael Delich Synchro 6 MatthewJ. Delich , P. E. 1/28/2013 Timing Report, Sorted By Phase 72: Mulberry (State 14) &Lemay 2018 Total PM Delich Associates Phase Number 1 2 3 4 5 6 7 8 Movement, NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag . Lead Lag Lead Lag Lead Lag Lag Lead Lead -Lag Optimize Yes Yes Yes Yes Recall Mode None, None None C-Max None None None Max Maximum Split (s) 11 41 21 47 20 32 26 42 Maximum Split (°/u) 9.2% 34.2% 17.5% 39.2% 16.7% 26.7% 21.7% 35.0% Minimum Split (s) .11 30.5 11. 29.5 11 32.5 11 28 Yellow Time (s) 3 4 3 4.5 3 4 3 4 All -Red Time (s) 1 2.5 2 2 1 .2.5 2 2 Minimum Initial (s) 4 10 4 15 4 10 4 10 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) . 3 3 3 3 3 3 3 3. Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 17 16 19 15 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes, Yes Start Time (s) 35 46 87 108 35 55. 9 87 End Time (s) 46 87 106 35 55 87 35 9 Yield/Force Off (s) 42 80.5 103 28.5 51 80.5 30 3 Yield/Force Off 170(s) 42 63.5 103 12.5 51 61.5 30 108 Local Start Time (s) 0 11 52 73 0 20 94 . 52 . Local Yield (s) 7 45.5 68 113.5 16 45.5 115 88 Local Yield 170(s) 7 28.5 68 . 97:5 .. .16 26.5 115 73 Intersection Summary Cycle Length. 120 Control Type Actuated -Coordinated Natural Cycle 105 Offset: 35 (29%), Referenced to phase*EBT, Start of Red Splits and Phases: . 72: Mulberry (State 14) & Lemay m1 .1 02 03 --. m4 - 11s 41s 21s E47s . ' 05 I m6 m8 . o7 20 s I 132s I 42 s 026s Michael DelichSync. o 6 Matthew J. Delich , P. E. - 1/28/2 1/28/2013 HCM Signalized Intersection Capacity Analysis 72: Mulberry (State 14) &_ Lemay 2018 Total PM Delich Associates .� T Movement EBL EBT EBR WBL WBT WBR : NBL NBT NBR SBL . SBT SBR Lane Configurations tt ? Ti) ttt tt r tt Ideal Flow (vphpl) 1900 1900 1900 1900. 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12. 16 , 12 12 15 12 12 16 12 12 12 Total Lost time'(s) 3.0 5.5 5.5 4.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 3.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.91 1.00 1.00 0.95 1.00 : 0.97 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 1:00 1.00 0:99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00. 1.00 .1.00 1.00 1.00 1.00 Frt . 1.00 1.00 .. 0.85 1.00 .1.00 -0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00. 0.95 1.00 1.00 Satd. Flow (prot) 3433 3406 1769 3433 4893 1720 1770 3539 1772 3433 3539 .1561 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3406 1769 3433 4893 1720 .1770 3539 1772 3433 3539 1561 Volume (vph) 318 1112 8 .419 1126 : 280 20 774 373 389 828 362 Peak -hour factor, PHF 0.97 0.97 0.97 0.97 ` 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) ' 328 1146 .8 432 .1161 289 21, 798 . 385 401 854 373 RTOR Reduction (vph). 0" 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 328 1146 8 432 1161 289 21 798 385 401 854 373 Confl: Peds. (#/hr) 2 7 7 2 2 2 2 2 Confl. Bikes (#/hr) 6 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% .2% 2% 2% 2% _ 2% Turn Type Prot Free Prot Free Prot Free Prot Free . Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases Free Free Free Free. Actuated Green, G (s) 21.0 38.1 120.0 16.0 . 33.6 .120.0 2.8 28.1 120.0 15.8. 41.1 .120.0' Effective Green, g (s) 23.0 39.1 120.0 17.0 34.6 120.0 3.8 29.1 120.0 16.8 42.1 120.0 Actuated g/C Ratio 0.19 0.33 1,00 0.14 0.29 1.00 .0.03 0.24 1.00 0.14 0.35 1.00 Clearance Time (s) 5.0 6.5 5.0 6.0 4.0 6.5 4.0 ' 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)., 658 1110 1769 486 •1411 1720 56 858 1772 481 1242 -1561. v/s Ratio Prot 0.10 c0.34 . 0.13 c0:24 0.01 c0.23 c0.12 0.24 v/s Ratio Perm 0:00 0.17 0.22 0.24 We Ratio 0.50 1.03 0.00 0.89 0.82 0.17 0.38 0.93 0.22 0.83 0.69 .0.24 Uniform Delay, d1 43.3 40.5 0.0 50.6 39.8 0.0 56.9 44.5 0.0 50.2 33.3 0.0 Progression Factor 1.00 1.00 1.00 1.00 " 1.00 1.00 .1.00 1.00 1.00`. 1.19 " 0.93 1.00, Incremental Delay, d2 0.6 35.7 0.0 17.7 .5.5 0.2 .• 4.2 -16.3 0.3 . 10.1 1.4 0.3 Delay (s) 43.9 76.1 0.0 68.3 45.4 0.2 61.1 60.8 0.3 69.8 32.4 0.3 Level of Service D E A E. D. A E E A E C A - Approach Delay (s) 68.6 43.7 41.4 34.3 Approach LOS E D D C Intersection Summary HCM Average Control Delay 46.7 HCM Level of Service D HCM Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 120.0 Sum of lost time (s) ' 19.0 Intersection Capacity Utilization 91.0% ICU Level of Service F Analysis Period (min) ` 15 c Critical Lane Group Timing Report, Sorted By Phase 72: Mulberry (State 14) & Lemay 2018 Total AM Delich Associates - Phase Number 1 2 3 4 5 6 7 8 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lead Lag Lead Lag Lead. Lag Lag. Lead Lead -Lag Optimize Yes Yes Yes Yes " Recall Mode None None None C-Max None None None Max. Maximum. Split (s) 11 37 18 44 15 .33 14 48 Maximum Split (%) 10.0% 33.6% 16.40% 40.0% 13.6% 30.0% 12.7%° 43.6% Minimum Split (s). 11 30.5 11 29.5 11 32.5 11 28 Yellow Time (s) 3 4 3 4.5 3 4 3 4 All -Red Time (s) 1 2.5 2 2 1 2.5 2 2 Minimum Initial (s) 4 10 4 15 4 10 4 10 Vehicle Extension (s) 3 3 3. 3 3 3 3 3 Minimum Gap (s) 3 3 3 3 .3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0. .0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 17 16.. 19 15 Dual Entry No Yes No Yes No Yes No Yes. Inhibit Max Yes Yes Yes Yes Yes Yes - Yes Yes Start Time (s) 79 90 17 35 79 94 65 17 End Time (s) 90 17 35 79 94 17, 79 65 Yield/Force Off (s) 86 10.5 .30 72.5 90 10.5 74 59 Yield/Force Off 170(s) 86 103.5 30 56.5 90 101.5 74 44 Local Start Time (s) 0': 11 48 66 .0 15 96 48 Local Yield (s) 7. 41.5 61 103.5 11 41.5 105 90 Local Yield 170(s) . 7 24.5 61 87.5 11 22.5 105 75 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 85 Offset: 79 (72%°), Referenced to phase 4:EBT, Start of Red Splits and Phases: 72: Mulberry (State 14) & Lemay m1 m2 m3 m4 11 s I §37s 18s1 E44s m5 1 ♦ 06 m8 � m7 15s 33s 48s 14s HCM Signalized Intersection Capacity Analysis 72: Mulberry (State 14). & Lemay. 2018 Total AM Delich . Associates Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r t'f't ., tt .. r tt Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 16 12 . 12 ; ' 15 12 12` 16 12 12 12 Total Lost time (s) , .3.0 5.5 . 5.5 4.0 6.0 5.0 3.0 5.5 5.5 3.0 5.5 3.0 : Lane Util. Factor 0.97 0.95 1:00 0.97: 0.91 1.00 1,00 0.95 1.00 0.97 0.95 '1.00 - Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes: 1.00 1.00 1.00 1.00 1.00 1.00 " 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 " 1.00 0.85 1:00 1:00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1'.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 '3406 1769 3433 4893 1720 1770 3539 1772 3433 3539 1561 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3433 3406 1769 3433 4893 1720 1770 3539 1772 3433 3539 1561 Volume (vph) '229 827 10 263 1073 291 7 559 163 207 ', 513 119 . Peak -hour factor, PHF 0.92 _ 0.92 0.92 0.92 0.92 0.92 > 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) _ 249 899 11 286 1166 316 8 608 177. :.225 558 129 RTOR Reduction (vph)' ` 0 0 0 0 0 0 0 0 0 0 0.' 0 Lane'Group Flow (vph) 249 899 11 286 1166 316 8 608 177 225 558 129 Confl. Peds. (#/hr) 2 7 7 2 2 2 `. 2 2 Confl. Bikes (#/hr) 6 Heavy Vehicles (%)' .2% 6% 2% 2% 6% 2% 2% 2% 2% : 2% '2% 2% Turn Type Prot Free Prot Free Prot Free Prot Free Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases Free Free Free Free Actuated Green, G (s) 9.0 38.6 110.0 12.8 42.9 110.0 1.4 26.2 .110.0. 10A., 35 2 110.0 Effective Green, g (s) 11.0 39.6 110.0 13.8 48.9 110.0 2.4 27:2 ` 110.0 `, 11.4. 36.2 :1.10.0 Actuated g/C Ratio 0.10 0.36 1.00 0.13 0.40 1.00 0.02 0.25 1.00 . 0.10 ' 0.33 1.00 Clearance Time (s) 5.0 6.5 5.0 : 6.0 4.0 . 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3:0 3.0 3.0" 3.0 Lane Grp Cap (vph) 343 1226 1769 431 1953 1720 39 875. 1772 - 356 1165 1561 v/s Ratio Prot 0.07 c0:26 c0:08 0.24 0.00 c0.17 c0.07 0.16 v/s Ratio Perm 0.01 0.18 0.10 : 0.08 v/c Ratio 0.73 0.73 0.01 0.66 0.60 0:18 0.21 0.69 0.10 0.63 ` 0.48 0.08: Uniform Delay, d1 48.0 30.6 0.0 45.9 26A 0.0 52.9 37.6 0.0 47.3 29.4 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.26 0.84 1.00 Incremental Delay, d2 7.4 3.9 0.0 3.8 " 1.4 0.2 :; 2.6 2A 0.1 3.5 0.3 0.1 Delay (s) 55.5 34.5 .0.0 49.7 27.4 0.2 55.5 40.0 0.1 63.2 - 25.1 " 0.1 Level of Service E C. A D C A E D A E C A Approach Delay (s) 38.7 26.2 31.3 31.0 Approach LOS D C C C Intersection Summary HCM Average Control Delay 31.1 HCM Level of Service C HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 110.0 Sum of lost time (s) - 18.0 Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Michael Delich Synchro 6 Matthew J. Delich , P. E. I 1/28/2013 Timing Report, Sorted By Phase 72: Mulberry (State '14) & Lemay 2018 Total PM Single SB left -turn lane Delich Associates Phase Number 1 2 3 .4 5 6 7 8 Movement NBL SBTL WBL EBT S13L NBTL EBL WBT Lead/Lag Lead Lag Lead Lag Lead Lag Lag .Lead Lead -Lag Optimize Yes Yes Yes Yes Recall Mode None None .None C-Max None None None Max Maximum Split (s) 11 41 21 47 20 32 26 42 Maximum Split (%) 9.2% 34.2% 17.5% 39.2% 16.7% 26.7% 21.7% 35.0% Minimum Split (s) 11 30.5 11 29.5 11 32.5 11 28 Yellow Time (s) 3 4 3 4.5 3 4 3 4 All -Red Time (s) 1 2.5 2 2 1 2.5 2 2 Minimum Initial (s) 4 10 4 15 4 10 4 10 Vehicle Extension (s) 3 3 3 3 3 3 3" 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To.Reduce (s) 0 0 0 0 0` 0 0 0 Walk Time (s) 7 7 7 Flash Dont Walk (s) 17 16 15 . Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes - Start Time (s) 35 46 87 108 35 . 55 9 87 End Time (s) 46 87 108 35 55 87 35. 9 Yield/Force Off (s) 42 80.5 103 28.5 51 80.5 30 3 Yield/Force Off 170(s) 42 63.5 103 12.5 51 80.5 30 . 108 Local Start Time (s) 0 11 52 73 0 20 94 52 Local Yield (s) 7 45.5 68 113.5 16 45.5 115 88, Local Yield 170(s) " 7 28.5 68 97.5 . 16 45.5 115 73 Intersection Summary Cycle Length 120 Control Type Actuated -Coordinated Natural Cycle 115 Offset: 35 (29%), Referenced to phase 4:EBT, Start.of Red Splits and Phases: 72: Mulberry (State 14) & Lemay e1 j r, e2 03 e4 11s 1, 141s 21s 47s m5 ;, I m6 08 ' m7 20 s I 132s 042s 26 s HCM Signalized Intersection Capacity Analysis 72: Mulberry (State 14) & Lemay 2018 Total PM Single SB left -turn lane Delich Associates Movement EBL EBT EBR WBL . WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r ttt fir, I tt IV tt r Ideal Flow (vphpl) 1900 1900 1900 . 1900 1900 1900 1900 1900 1900 1900 '1900 1900 Lane Width 12 •12 16 12 12 15 12 12 16 12 12 12 Total Lost time. (s) 3.0 5.5 5.5 . 4.0 5.0 5.0 3.0 5.5 . 15.5 3.0 5.5 3.0 Lane Util. Factor 0.97 0.95 1.00 0.97' 0.91 1.00 1.00 0.95. 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0.0 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 ' 1.00 0.85 Fit Protected 0.95 1.00 1.00 0:95 . 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3406 1769 3433 4893 1720• 1769 3539 1772 1770 3539 1561 Fit Permitted .0.95 1.00 1.00 0.95 1.00 1.00 0.26 1.00 1.00 0.12 1.00 1.00 . Satd. Flow (perm) 3433 3406 1769 3433 4893 1720 475 3539 1772 217 3539 1561 Volume (vph) 318 1112 8 419 ' 1126 280 20 774 373 389 ' 828 362 Peak -hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow (vph) . 328 -1146 8 432. 1161 289 21 798 385 . 401 854 373' RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0. 0 0 0 Lane Group Flow (vph) 328 1146 8 432 1161 289 21 798 385 401 854. 373 Confl. Peds. (#/hr) 2 7 7 2. 2 2 2 2 Confl. Bikes (#/hr) 6 Heavy. Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 26/6. Turn Type Prot Free Prot Free pm+pt Free pm+pt Free Protected Phases 7 4. 3 8 1 6 5 2 Permitted Phases Free Free . 6 Free 2 Free Actuated Green, G (s) 21.0 38.1 120.0 16.0 33.6 120.0 30.7 27.9 120.0 47.9 41.1 120.0'• Effective Green, g (s) 23.0 39.1 120.0 17.0 34.6 120.01 35.2 28.9 120.0 51.4 42.1 120.0 Actuated g/C Ratio. 0.19 0.33 1.00 0.14 0.29 1.00 0.29 0.24 1.00 0.43 0.35 1.00 Clearance Time (s) , 5.0 6.5 5.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0. 3.0 3.0 3 0 3.0 Lane Grp Cap (vph) 658 1110 1769 .486 1411 1720 180 852 1772 .. 313 1242, 1561 v/s Ratio Prot 0.10 c0.34 0.13 c0.24 0.00 0.23 c0.18 0.24 v/s Ratio Perm 0.00 0.17 0.03 0.22 c0.37 0.24 v/c Ratio 0.50 1.03 0.00 0.89 0.82 . 0.17 0:12 0.94 0.22 1.28 0.69 0.24 Uniform Delay, d1 43.3 40.5 0.0 50.6 39.8 0.0 30.5 44.7 0.0 35.3 33.3 0.0 . Progression Factor 1.00 1.00 1.00 1.00 . 1.00 1.00 1.00 1.00 1.00 1.50 ' .0.93 ` 1.00 Incremental Delay, d2 0.6 35.7 0.0 17.7 5.5 0.2 0.3 17:3 0.3 145.7 1.4 0.3 Delay,(s) 43.9 76.1 0.0 68.3 45.4 0.2 30.8 61.9 0.3..198.7 32.4 0.3 Level of Service D E A E D A C E A F C- A Approach Delay (s) 68.6 43.7 41.7 66.0 Approach LOS . E p p E Intersection Summary HCM Average Control Delay 55.1 HCM Level of Service E HCM Volume to Capacity ratio 1.14. . Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization 101.5% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group Michael Delich Synchro 6' Matthew J. Delich , P. E: 1 /28/2013 Timing Report, Sorted By Phase 72: Mulberry (State 14) & Lemay, 2018 Total AM Single SB left -turn lane Delich Associates Phase Number 1 2 3 4 5 6 7 g Movement NBL SBTL WBL EBT SBL NBTL EBL WBT Lead/Lag Lead .Lag Lead Lag Lead Lag Lag Lead' Lead -Lag Optimize Yes Yes Yes Yes Recall Mode None None None C-Max None None None Max Maximum Split (s) 11 37 18 44 " 15 33 14 48 Maximum Split (%) 10.0% 33.6% 16.4% 40.0% 13.6% 30.0% 12.7% 43.6% Minimum Split (s) 11 30.5 11- 29.5 11 32.5 .: 11 28 'Yellow Time (s) 3 4 3 4.5 3 4 3 4 All -Red Time (s) 1 2.5 2 2 1 2.5 2 2 Minimum Initial (s) 4 10 4 15 4 10 4 10 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) .3 3 3 3 3 3 3 3 .Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 17 16 19, 15 Dual Entry No Yes No Yes No, Yes' No. - Yes Inhibit Max Yes . Yes Yes Yes Yes Yes Yes Yes. Start Time (s) 79 90 17 35 1 79 94 65 17 End Time (s) 90 17 35, 79 94 17 79 . 65 Yield/Force Off (s) 86 10.5 30 72.5 90 10.5 74 59 Yield/Force Off.170(s) 86 103.5 30 56.5 90 101.5 74 44 Local.Start Time (s) 0 11 48 66 0 15' 96 48 Local Yield (s) 7 41.5 61 103.5 11 41.5 105 90 Local Yield 170(s) 7. 24.5 61 87.5 11 22.5 105 75 Intersection Summary . Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 85 Offset: 79 (72%), Referenced to phase 4:EBT, Start of Red Splits and Phases: 72: Mulberry (State 14) & Lemay 01 �'` o2 1r e3 —►. 04 ll s 37s 18s 44s y ♦ ~ m5 I 06 08 07 15s 1 033s =14s Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 HCM Signalized Intersection Capacity Analysis 72: Mulberry (State 14) & Lemay 2018 Total AM Single SB, left -turn lane Delich Associates Movement EBL EBT EBR WBL WBT ` WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt if 1) ♦ft r I r..tt r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900. Lane Width 12 12 16 12 12 15, 12 12 16 12 12 12 Total Lost time (s). 3.0 5.5 5.5 4'.0 5.0 5.0., 3.0 5.5 5.5. 3:0 5.5 3.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.91 1.00 1.00. 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 .1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.06 0.85 1.00 1.00. 0.85 1.00 1.00 0.85 1:00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3406. 1769 3433 4893 1720 1769 3539 1772 1769 3539 1561 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.44 1.00 1.00 0.22 1.00 1.00 Said. Flow (perm) 3433 3406 1769 3433 '4893 1720. 825 3539 1772 _ 416 3539 1561 Volume (vph) 229 827 10 263 1073 291 7 559 163 207 513 119 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92' 0.92 0.92 0.92 0.92 Adj. Flow (vph) 249 899 11 286 ' 1.166 316 8 608 177 225 558 129 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 249. 899 .11 286 1166 316 8 608 .. 177 225 558 129 Confl. Peds. (#/hr) 2 7 7 .2 2 2 2 2 Confl. Bikes (#/hr) fi Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type Prot Free Prot Free pm+pt Free pm+pt Free Protected Phases 7 4 3 8 1 6.. 5 2 Permitted Phases Free Free 6 Free 2 Free Actuated Green, G (s) 9.0 38.1 110.0 12:8 42.4 110.0 27.5 26.2 110.0 41.1 35.8 110.0." Effective Green, g (s) 11.0 39.1 110.0 13.8 43.4 110.0 32.0 27.2 110.0, 44.6 36.8 110.0 Actuated g/C Ratio 0.10 0.36 1.00 0.13 . 0.39 1.00 0.29 0.25 1.00 0.41 0.33 1.00 Clearance Time (s) 5.0 6.5 5.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 343 1211 1769 .431 1931 1720 260 875 1772 315 1184 1561 v/s Ratio Prot 0.07 c0.26 0.08 c0.24 0.00 0.17 c0.08 0.16 v/s Ratio Perm `- 0.01 0.18 0.01 0.10 c0.21 0.08 v/c Ratio 0.73 0.74 0.01 0.66 0.60 0.18 0.03 0.69 0.10 0.71 0.47 0.08 Uniform Delay, d1 48.0 31.0 0.0 45.9. 26.5 0.0 27.8 37.6 0.0 23.8 28.9 0.0 Progression Factor 1.00 1.00 1.00 1.00 11.00 .1.00 . 1.00 1.00 1.00 1.17 0.84 1.00 Incremental Delay, d2 7.4 4.1 0.0 3.8 1.4 0.2 . 0.0 .2.4 0.1 7.2 0.3 0.1 . . Delay (s) i 55.5 35.2 0.0. 49.7.. 27.9 0.2 27.8 40.0 ' 0.1 35.1. 24.7 0.1 Level of Service. E D A D C A C D A D C A Approach Delay (s) 39.2 26.5 31.0 23.8 Approach LOS D C. C C Intersection Summary HCM Average Control Delay 29.9 HCM Level of Service C HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 13.5. Intersection Capacity Utilization 73.5% ICU Level of Service D , Analysis Period (min) 15 c . Critical Lane Group Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 Signal Adjustments Short Range (2018) Traffic • Mulberry/Lemay — EB dual left -turn lanes, an additional WB through lane, and dual SB left -turn lanes were included. SB right -turn lane is not shown in the City's analyses. SB right -turn lane was included in these analyses. All right -turn lanes are channelized, however the NB RT-lane is the only one that has a "Free condition. with an acceleration lane. The other RT-lanes 'were analyzed with a "Yield" condition. • Lemay/Magnolia — Add the west leg of Magnolia. The addition of an EB. left -turn phase forces 8 seconds of N.B. through time and '20 seconds of SB through .time in the morning peak hour; and 14 seconds of NB through time and 25 seconds of SB through time in the afternoon peak hour to the EB & WB legs. • Lemay/Lincoln — NB right -turn lane is channelized and .analyzedwith a "Free" condition with an acceleration lane. During the afternoon peak hour, 6 seconds of green time needed to be added to the NB left -turn phase and was taken from SB through phase. • .LemayNin.e — During the afternoon peak hour, EB & WB left -turn lanes were not shown in the City's analyses. EB & WB left -turn lanes were included in the afternoon peak hour analysis. No Text HCM Signalized Intersection Capacity Analysis 127: Vine & Lemay 2018 Bkgrd PM Delich Associates * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►� ►� T+ Ideal Flow (vphpl) 1900 1900 1900 . 1900 1900 1900 , 1900 1900 1900:. 1900 1900 1900 Lane Width 12 16 12 12 16 8 12 13 12 12 14 12 Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 3.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 '0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 . 1.00 1.00 Frt 1.00 0.95 1.00 " 0.92 0.99 0.99 Fit Protected 0.95 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1768 1955 1.770 1883 1896 1964 Fit Permitted 0.20 1.00 0.28 1.00 0.87 0.81 Said. Flow (perm) 367 1955 530 1883 1660 1591 Volume (vph). 48 171 79 53 123 160 75 838 64 72 646 30 Peak -hour factor, PHF 0.85 0.88 0.85 0.85 0.85 0:85 0.85 0.91 0.85 . 0.85 0.90 0.85 Adj. Flow (vph) 56 194 93 62 145 188 88 921. 75 85 718 35 - RTOR Reduction (vph) 0 15 0. 0 41 0 0. 2 0 0 1 0 Lane Group Flow (vph) 56 .272. 0 62 292 0 0 1082 0 0 837 0 Confl. Peds. (#/hr) Confl. Bikes (#/hr) 1 9 3 Heavy Vehicles (%) 2% 5% 2% 2% 5% 2%' 2% 2% 2% '2% 2% 2% - Turn Type Perm Perm Perm Perm Protected Phases 4 g g 2 Permitted Phases. 4 8. g 2 Actuated Green, G (s) .. 25.0 25.0 25.0 25.0 84.5 85.0 Effective Green, g (s) 26.0 26.0 26.0 26.0 85.5 86.0 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.71 0.72 Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 4.5 Vehicle Extension (s) 6.0 6.0 6.0 6.0 6.0 6 0 Lane Grp Cap (vph) 80 424 115 408 1183 1140 v/s Ratio Prot 0.14 c0.16 . v/s Ratio Perm 0.15 0.12 c0.65 0.53 v/c Ratio. 0.70 0.64 0.54 : 0.72 0.91 0.73. Uniform Delay, d1 43.4 42.8. 41.7 43.6 . '14.2 10-2 Progression Factor 1.00 .1.00 1.00 1.00 0.94 1.00 Incremental Delay, d2 33.2 5.4 11.1 8.4 9.8 4.2 Delay (s) 76.6 48.1 52.8 52.0 23.1 14.4 Level of Service E D D D C B Approach Delay (s) 52.8 52.1 23.1 14.4 Approach LOS D , D C g Intersection Summary HCM Average Control Delay 28.5 HCM Level of Service C HCM Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5 Intersection Capacity Utilization 98.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Michael Delich . Synchro 6 Matthew J. Delich ; P. E. 1/28/2013 127: Vine & Lemay Timing Report, Sorted By. Phase 2018 Bkgrd AM 1/28/2013 Phase Number 2 4 6 8 . Movement SBTL EBTL NBTL WBTL Lead/Lag Lead -Lag Optimize Recall Mode C-Min None C-Min None. Maximum Split (s) 81 29, 81 29 Maximum Split (%) 73.6% 26.4% 73.6% 26.4% Minimum Split (s) 21.5 . 22.5 22 22.5 Yellow Time (s) 3.5. 4 3.5 4.5 All -Red Time (s) 1 1.5 1.5 1 Minimum Initial (s) 7 7 7 7 Vehicle Extension (s) 6 6 6 6 Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes . Start Time (s) 76 47 76 47 End Time (s) 47 76 47 76 ' Yield/Force Off .(s) 42.5 70.5 42 70.5 . Yield/Force Off 170(s) 32.5 60.5 32 . 60.5 , 'Local Start Time (s) 29 0 29 0 Local Yield (s) 105.5 23.5 105 23.5 Local Yield 170(s) 95.5 . 13.5 95 13.5 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 60 Offset: 47 (43%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 127: Vine & Lemay 02 * e4 m6 ~ 08 n ' 127: Vine & Lemay HCM Signalized Intersection Capacity Analysis 2018 Bkgrd AM 1/28/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR .. SBL SBT SBR Lane Configurations ►� ►� Ideal Flow (vphpl) 1900 1900 .1900.. 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 16 12. 12 16. 8. 12 13_ 12 12 14 12 Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 3.5 Lane Util. Factor 1.00 . 1.00 1.00 1 M 1.00' 1.00 Frpb, ped/bikes 1.00 0.99 1:00 0.99 1.00 . 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Fri: 1.00 0.94 1.00 0.94 0.99 0.99 Fit Protected 0.95 1.00 0.95 . 1.00 1.00 _ 1.00 Satd. Flow (prot) 1767 1937 1770 1922 1904 1964 Fit Permitted 0.31 1.00 0.53 1.00 0.91 0.94 Satd. Flow (perm) 572 1937 997 1922 1731 1861 Volume (vph) 18 90 52 55 126 96 31 379 19 47 664 41 Peak -hour factor, PHF 0.85 0.93 0.85 0.85 0.85 0.85 0.85 0.86 0.85 0.85 0.85 0.85 Adj. Flow (vph) 21 97. 61 65 148 113 36 441 22 55 781 48 RTOR Reduction (vph) 0 21 0 0 .26 0 0 1 0 0 2 0 Lane Group Flow (vph) 21 137 0 65, 235 0 0 498 0 0 .882 0 Confl: Peds. (#/hr) 1 .1 . Confl. Bikes (#/hr) 1 9 3 Heavy Vehicles (%) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2%' 2% 2% Turn Type Perm Perm Perm Perm Protected Phases 4 8 6 .2 Permitted Phases 4 8 6 2 . Actuated Green, G (s) 20.6 20.6 20.6 20.6 78.9 79.4 Effective Green, g (s) 21.6 21.6 21.6 21.6 79.9 80.4 Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.73 0.73 " Clearance Time (s) 5.5 5.5 5.5 5.5 5.01 4.5 Vehicle Extension (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 112 .380 196 377 1257 1360 v/s Ratio Prot 0.07 c0.12 v/s Ratio Perm 0.04 0.07 0.29 c0.47 v/c Ratio. 0.19 0.36. 0.33 0.62 0.40 0.65 Uniform Delay,.d1 36.9 38.2 38.0 40.5 5.8 7.6 ' Progression Factor 1.00 1.00 1.00 1.00 0.51 1.00 Incremental Delay, d2 2.3 1.6 2.8 5A 0.9 .2.4 Delay (s) 39.2 39.9 40.8 45.9 3.9 10.0 Level of Service D D D D q A Approach Delay (s) 39.8 44.9 3.9 10.0 Approach LOS D D A A Intersection Summary HCM Average Control Delay 17.2 HCM Level of Service B HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 79.5% ICU Level of Service". D Analysis Period (min) 15 c Critical Lane Group Delich Associates Synchro 6`Light. Report . Matthew J. Delich , P. E.. Page 5 " HCM Unsignalized Intersection Capacity Analysis 9: Lincoln & West Access 2018 Bkgrd PM Delich Associates Movement EBL EBT WBT WBR SBL SBR Lane Configurations T T Y Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 3 355 480 2 16 25 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 . Hourly flow rate (vph) 4 418 565 2 19 29 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type. None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 567 991 566 vC1, stage 1 conf vol vC2, stage 2 conf vol , vCu, unblocked vol 567 991 566 tC, single (s) _ 4.1 6.4 6.2 tC, 2 stage (s) . tF (s) 2.2 3.5 3.3 p0 queue free % 100 93 94 cM capacity (veh/h) 1005 272 524 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 4 418 567 48 Volume Left 4 0 0 19 Volume Right 0 0 2 29 cSH 1005 1700 1700 385 Volume to Capacity 0.00 0.25 0.33 0.13 Queue Length 95th (ft) 0 0 0 11 Control Delay (s) 8.6 0.0 0.0 15.7 ' Lane LOS A C Approach Delay (s) 0.1 0.0 15.7 Approach LOS C Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 35.4% ICU Level of Service A Analysis Period (min) 15 Michael Delich Synchro 6 Matthew J. Delich, P. E. 1/28/2013 9: Lincoln & West Access HCM Unsignalized Intersection Capacity Analysis 2018 Bkgrd AM 1/28/2013 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Vi t Y Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 23 260 252 16 2 3 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 27 306 296 19 2 4 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 315 666 306 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 315 666 306 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 > p0 queue free % . 98 99 100 cM capacity (veh/h) 1245 415 734 Direction, Lane # EB 1 EB 2 WB 1 SB 1 . Volume Total 27 306 315 6 Volume Left 27 0 0 2 Volume Right 0 0 19 4 cSH 1245 1700 1700 562 Volume to Capacity 0.02 0.18 0.19 0.01 Queue Length 95th (ft) 2 0 0 1 Control Delay (s) 8.0 . 0.0 0.0 11.5 Lane LOS A g Approach Delay (s) 0.6 0.0 11.5 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 29.1% ICU Level of Service A Analysis Period (min) 15 Delich Associates Synchro 6 Light Report Matthew J: Delich , P. E. Page 2 4: Lincoln & East Access HCM Unsignalized Intersection.Capacity Analysis 2018 Bkgrd AM 1/28/2013 Movement EBL EBT WBT WBR SBL SBR Lane Configurations t T. M Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 29 207 248 20 3 4 . Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 34 244 292 24 4 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) . Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 315 615 304 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 315 615 304 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 99 99 cM capacity (veh/h) 1245 442 736 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 34 . 244 315 8 Volume Left 34 0 0 4 Volume Right 0 0 24 5 cSH 1245 1700 1700 573 Volume to Capacity 0.03 0.14 0.19 0.01 Queue Length 95th (ft) 2 0 0 1 Control Delay (s) 8.0 0.0 0.0 11.4 Lane LOS A g Approach Delay (s) 1.0 0.0 11.4 Approach LOS . g Intersection Summary Average Delay 0.6 intersection Capacity Utilization 30.9% ICU Level of Service A Analysis Period (min) 15. Timing Report, Sorted By Phase 2018 Bkqrd PM 73: Lincoln & Lemay Delich Associates Phase Number 1 2 3 4 5 6 7 8 Movement NBL SBTL WBL EBTL SBL NBTL EBL WBTL Lead/Lag Lead Lag Lead: Lag Lead Lag Lag Lead -Lag Optimize _Lead Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 11 67 11 31 11 67 11 31 Maximum Split (%) 9.2% 55.8% 9.2%° 25.8% 9.2% 55.8% 9.2% 25.8% Minimum Split (s) 11 30 11 29 11 30 11 24.5 Yellow Time (s) .3 3.5 3 3.5 3 4 4 All -Red Time (s) 1 2.5 1 2.5 1 2 .3 1 1.5 Minimum Initial (s) 4 7 4 7 4 7 4 7 Vehicle Extension (s) 3 3 3 3 3 3. 3 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0.. 0 0 0 0 0 Time To Reduce, (s) 0 0 .0 0 0 0 0 0 Walk Time (s) 7 7 .7 7 Flash Dont Walk (s) 17 13 17 12 Dual Entry No Yes No Yes No Yes No . Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 92 103 50 61 92 103 50 61 End Time (s) 103 50 61 ° 92 103 50 61 92 Yield/Force Off (s) 99 44 57 86 99 44 57 86.5 Yield/Force Off 170(s) 99 27 57 73 99 27 57 . 74.5 Local Start Time (s) 42 53 0 11 42 53 0 11 Local Yield (s) 49 114 7 36 49 114 7 36.5 Local Yield 170(s) 49 97 7 23. 49 97 7 24.5 . Intersection Summary Cycle Length 120 Control Type Actuated -Coordinated Natural Cycle 95 Offset: 50.(42%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red SDlits and Phases- 73- 1 incnln R I omn" 4 01 02 03 ^ ► 04 11s 67*s 11s 31s 11s 67s 11s 31s HCM"Signalized Intersection Capacity Analysis 73: Lincoln & Lemay 2018 Bkgrd PM Delich Associates Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j , t r t.. fir.. t if I ) . 14 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 14 14 13 13 13 12 13 13 13 " 12 12 12 Total Lost time (s) 3.0 5.0 5.0 3.0 4.5 4.5 3.0 5.0 5.0 3.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 ' 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.97 1.00 1.00 0.98 1.00 . 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 . 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 . 0.85 1.00 1.00 0.85 ` 1.00 0.99 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1887 1987 1610 1828 1925. 1542 1829 1925 1599 .1770 1835 Fit Permitted 0.23 1.00 1.00 0.33 1.00 1.00 0.15 1.00 1.00 0.18 . 1.00 Said. Flow (perm) 449 1987 1610 636 1925 1542 283 1925 1599 339 1835 Volume (vph) 93 219 191 87 268 234 206 713 64 145 655 67 Peak -hour factor, PHF 0.85 0.86 0.85 0.85 0.89 0.87 0.85 10.94 0.85 0.85 0.93 0.87 Adj. Flow (vph) 109 255 225 102 ' 301 269 242, 759 75 171 704 77 RTOR Reduction (vph) 0 0 183 0 0 212 0. 0 0 0 3 0 Lane Group Flow (yph) 109 255 42 102 301 57 242 759 75 171 778 0 Confl. Peds. (#/hr) 2 • 1 . 1 2 5 5 Confl. Bikes (#/hr) 2 Turn Type pm+pt Perm pm+pt Perm pm+pt Free. pm+pt Protected Phases .7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 Free 2 Actuated Green, G(s) 28.6 21.6 21.6 29.1 22.1 22.1 73.0 63.7 120.0 69.8 62.1 Effective Green, g (s) 32.6 22.6 22.6 32.6 23.1 23.1 77.0 64.7 120.0 73.8 63.1 Actuated g/C Ratio 0.27 0.19 0.19 0.27 0.19 0.19 0.64 0.54 1.00 0.61 0.53 Clearance Time (s) 4.0 6.0 6.0 4.0 5.5 5.5 4.0 6.0 4.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 218 374 303 252 371 297 314 1038 1599 312 965 v/s Ratio Prot c0.03 0.13 0.03 c0.16 c0.07 0.39 0.04 0.42 v/s Ratio Perm 0.10 0.03 0.08 0.04 c0.43 0.05 0.30 v/c Ratio 0.50 0.68 . 0.14 0.40 0.81 0.19 0.77 0.73 0.05 0.55 0.81 Uniform Delay, dl 34.8 45.4 40.6 34.3 46.4 40.6 19.1 21.0 0.0 16.1 23.4 Progression Factor 1.00 1.00 .1.00 1.00 1.00 1.00 0.65 0.77 1.00 1.04 0:84 Incremental Delay, d2 1.8 5.1 0.2 1.1 12.6 0.3 10.7 4.4 0.1 1.5 5.5 Delay (s) 36.6 50.4 40.8 35.3 59.0 40.9 23.2 20.7 0.1 18.3 25.1 Level of Service D D D D E D" C C A B C Approach Delay (s) 44.2 48.2 19.8 23.9 Approach LOS D D B C Intersection Summary HCM Average Control Delay 31.1 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) .120.0 Sum of lost time (s) 13.5 Intersection Capacity Utilization, 83.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Michael Delich Matthew J. Delich P. E. Synchro 6 1 /28/2013 73: Lincoln & Lemay Timing Report, Sorted By Phase 2018 Bkgrd AM 1/28/2013 Phase Number 1 2 3 4 5 6 7. 8- Movement NBL SBTL WBL EBTL SBL NBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead -Lag Optimize Recall Mode. None C-Max None None None C-Max None None Maximum Split (s) 12 65 11 22 14 63 11 22 ,Maximum Split (%) 10.90X- 59.1% 10.0% 20.0% 12.7% 57.30/6 '10.0% 20.0% Minimum Split (s) 11 30 11 29 11 30 11 24.5 . Yellow Time (s) 3 3.5 3 3.5 3 4 3 4 All -Red Time (s) 1 2.5 1 2.5 1 2 1 1.5 Minimum Initial (s) 4 7 4 7 4 7 4 7 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0. 0 0 .0 0 Time To Reduce.(s) 0 0 0 0, 0 0 0 0 Walk Time (s) 7 7 7 . 7 Flash Dont Walk (s) 17 13 17 12 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 20 32 97 108 20 34 1 97 108 End Time (s) 32 97 108 20 .34 97 108 20 Yield/Force Off (s) 28 91 104 14 30. 91 104 14.5 Yield/Force Off 170(s) 28 . 74' 104 1 30 74 104 2.5 Local Start Time (s) 33 45 0 11 33 47 0 11 Local Yield (s) 41 104 7 27 43 104 7 27.5 Local Yield 170(s) 41 87 7 14 43 87 '.7 15.5 Intersection Summary 'Cycle Length 110 Control Type Actuated -Coordinated Natural Cycle 95 Offset: 97 (88%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 73: Lincoln & Lemay 01 jz e2 o3 -r0► o4 o5 oT„ 08NONE- EL -A Delich Associates Synchro 6 Light Report Matthew J. Delich , P. E. Page 2 73: Lincoln'& Lemay HCM Signalized Intersection Capacity Analysis 2018 Bkgrd AM 1/28/2013 Movement EBL EBT- EBR WBL WBT WBR NBL NBT' NBR SBL SBT SBR Lane Configurations t r Vi t rt t . Ideal Flow (vphpl) . 1900 1900 1900 1900 1900 1900 1900 1960 1900 1900 1900 1900 Lane,Width 14 14 13 13 13 12 13 13 13 12 12 12 Total Lost time .(s) .. 3.0 5.0 5.0 3.0 4.5 4.5 3.0. 5.0 5.0 3.0 5.0.. Lane Util. Factor 1.06 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.60 1.00 Frpb, ped/bikes 1.00 1.00 '0.98 ' 1.00 1.00 0.97 1.00 1.00 0.98 1:00 ' 1:00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1:00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1882 1987 . 1609 1828 '1925 :1543 1829 1925 1599 1765 1826 Flt Permitted 0.67 1.00 , 1.00 0.37 .1.00 1.00 0.21 1.00 1.00. 0.48 1.00 Satd. Flow (perm) 1332 1987 1609 708 1925 1543 403 1925 1599 886 1826 Volume. (vph) 18 167 96 57 112 106 110 301 37 154 . 557 , 85 Peak -hour factor, PHF 0.85 0.85 0.85 0.85 . 0.85 0.85 .0.85 0.85 0.85 .:0.85, 0.85 0.85 Adj. Flow (vph) . 21 196 113 67 132 125 129 354 44 . 181 655, 100 RTOR Reduction (vph) 0 0 96 0 0 102 0 0 ''0 0` 5 0 Lane Group Flow (vph) 21 196 17 67 . 132 23 129 354 44 181 750 0 Confl. Peds. (#/hr) 2 1 1 2. 5 5 Confl. Bikes (#/hr) 2 .. Turn Type pm+pt Perm pm+pt Perm pm+pt Free pm+pt Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 Free 2 Actuated Green, G (s) 18.8 16.0 16.0 24.9 19.3 19.3 _ 67.0 59.8 110.0 69.8 61.2 Effective Green, g (s) 22.8 17.0 17.0 28.4 20.3 20.3 71.0 60.8 110.0 73`8 62'2 Actuated g/C Ratio 0.21 0.15 0.15 0.26 0.18 0.18 0.65 . 0:55 1.00 0.67 . 0.57 ' Clearance Time (s) 4.0 6.0 6.0 4.0 5.5 5.5 4.0 : 6.0 4.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 .Lane Grp Cap (vph) 295 307 249 250 355 285 366 1064 1599' 671' ' 1033 v/s Ratio Prot 0.00 c0.10 c0.02 0.07 c0.03 0.18 c0.02 . c0.41 v/s Ratio Perm'. 0.01 0.01 0.05 0.01 0.20 0.03 0.16 v/c Ratio 0.07 0.64 0.07 0.27 0.37 0.08 0.35 .0.33 0.03 0.27 0.73 Uniform Delay, d1 35.0 43.6 39.7 31.8 39.3 37.1 11.8 13.5 0.0 7.0 17.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 . 1.39 0.79 1.00 0.72 0.91 Incremental Delay, d2 0.1 4.3 0.1 0.6 0.7 . 0.1 : 0.6 0.8 " 0.0 0.2 3.6 Delay (s) 35.1 47.9 39.9 32.4 39.9 37.3 16.9 11.4 0.0 5.2 19.7 Level of Service D. .: 'D D C D D B. B 'A A B Approach Delay,(s) 44.4 37.3 11.8 16.9 : Approach LOS. D p g B. Intersection Summary HCM Average.Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Cntical':Lane Group : 23.1 HCM Level of Service 0.66 . C 110.0 Sum of lost time (s) 17.0 67.9% ICU Level of Service C 15 . Timing Report, Sorted By Phase 145: Magnolia & Lemay 2018 Bkgrd PM Delich Associates Phase Number 2 3 5 6 Movement SBTL WBL SBL NBT Lead/Lag Lead Lag Lead -Lag Optimize Recall Mode C-Max None None C-Max Maximum Split (s) 90 30 11 79 Maximum Split.(%) 75.0% 25.0% 9.2% 65.8% Minimum Split (s) 24.5 13 11 24.5 Yellow Time (s) 4 3 3 4 All -Red Time (s) 1.5 2 1 1.5 Minimum Initial (s) 7 7 4 7 Vehicle Extension (s) 3 3 3 3 Minimum Gap (s) 3 3 3 3 . Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) 7 .7 Flash Dont Walk (s) 12 12 Dual Entry Yes Yes No Yes Inhibit Max Yes Yes Yes Yes Start Time (s) 45 15 45 56 End Time (s) 15 . 45 56 15 Yield/Force Off (s) 9.5 40 52 9.5 Yield/Force Off 170(s) 11T5 40 52 117.5 Local Start Time (s) 30 . 0 :. 30 41 . Local Yield (s) 114.5 25 37 114.5 Local Yield 170(s). 102.5 25 37 102.5 Intersection Summary Cycle Length 120 Control Type Actuated -Coordinated 'Natural Cycle 50 Offset: 15 (13%), Referenced to phase 2:SBTL and 6:NBT, Start of Red Splits and Phases: 145: Magnolia & Lemav o2 m3 90s 30s 05 —s I0 06 Ti1 179 s HCM Signalized Intersection Capacity Analysis 145: Magnolia & Lemay 2018 Bkgrd PM Delich Associates * Movement WBL WBR NBT NBR SBL SBT Lane Configurations ►��. r tt r I tt Ideal Flow (vphpl) . 1900 1900 1900 1900 1900 1900 Lane Width 12 12 .12 13 12 12 Total Lost time (s) 5.0 5.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 1.00 . 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 0.98 1.00 0.97 : 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00. 1.00 1.00 1.00 Fit 1.00 0.85 1:00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Said. Flow (prot) 3433 1547 3539 1588 1769 3539 Flt Permitted 0.95 1.00. 1.00 1.00 0.28 1.00 Satd. Flow (perm) 3433 1547 3539 1588 529 3539 Volume (vph) 405 133 795 276 184 741 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 422 139 828 288 192 772 , RTOR Reduction (vph) 0 116 0 101 0 0 Lane Group Flow (vph) 422 23 .828 187 192 772 . Confl. Peds. (#/hr) 1 3 3 Turn Type Perm Perm pm+pt Protected Phases 3 6. 5 2 Permitted Phases 3 6 2 Actuated Green, G (s) 19.8 19.8 76.4 76:4 89.7 89.7 Effective Green, g (s) 19.8 19.8 77.9 77.9 91.2 91.2 Actuated g/C Ratio. 0.17 0.17 0.65 0.65 . 0.76 0.76 Clearance Time (s) 5.0 5.0 5.5 .5.5 4.0 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 566 255 2297 1031 498 2690 v/s Ratio Prot c0:12 0.23 c0.03 0.22 v/s Ratio Perm 0.01 0.12 c0.26 v/c Ratio 0.75 0.09 0.36 0.18 0.39 0.29 Uniform Delay, d1 47.7 42.5 9.6 8.4 5.0 4.4 . Progression Factor 1.00 1.00 0:63' 2.06 -1.29 1.45 Incremental Delay, d2 5.3 0.2 0.3 0.3 0.3 0.2 Delay (s) 53.0 42.6 6.5 17.5 6.7 6.6 Level of Service D D A B A A Approach Delay (s) 50.4 9.3 6.6 Approach LOS D A A Intersection Summary HCM Average Control Delay 17.1 HCM Level. of Service B HCM Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 54.6% ICU Level of Service A Analysis Period (min) 15 :. c Critical Lane Group .145: Magnolia & Lemay Timing Report, Sorted By Phase 2018 Bkgrd AM 1/28/2013 Phase Number 2 3 5 6 Movement SBTL WBL SBL NBT Lead/Lag Lead Lag Lead -Lag Optimize Recall Mode C-Max None None C-Max Maximum Split (s) 83 27 12 71 Maximum Split (%) 75.5% 24.5% 10.9% 64:5% Minimum Split (s) 24.5 13 11 24.5 Yellow.Time (s) 4 3 3 4 All -Red Time (s) 1.5 2 1 1.5 Minimum Initial (s) 7 7 4 7 Vehicle Extension (s) 3 3 3 3 " Minimum Gap (s) 3 3 3 3 Time Before Reduce (s) 0 0 0 0 Time To Reduce (s) 0 0 0 0 Walk Time (s) 7 7 Flash Dont Walk (s) 12 12 Dual Entry Yes Yes No Yes Inhibit Max Yes Yes Yes Yes Start Time (s) 64 37 64 76 End Time (s) 37 .64 76 37 Yield/Force Off (s) 31.5 59 72' 31.5 " Yield/Force Off 170(s) 19.5 59 72 19.5 Local Start Time (s) 27 0 27 39 Local Yield (s) 104.5 22 35 104.5 Local Yield 170(s) . 92.5 22 35 92.5 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated " Natural Cycle 50 Offset: 37 (34%), Referenced to phase 2:SBTL and 6:NBT, Start of Red Splits and Phases: 145: Magnolia & Lemay m2 ,( m3 145: Magnolia & Lemay HCM Signalized Intersection Capacity Analysis .2018 Bkgrd AM 1/28/2013 Movement WBL WBR NBT NBR SBL SBT Lane Configurations IN ♦t Vi tt Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 13 .. 12 12 Total Lost time (s) 5.0 5.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 1.00 0.95 1.00 1.00 0.95 Frpb, ped/bikes 1.00 0.97 1.00 0.97 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Fit Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3433 1543 3539 1589 1768 3539 Fit Permitted 0.95 1.00 1.00. 1.00 0.39 1.00 Satd. Flow (perm) 3433 1543 3539 1589 .729 3539 Volume (vph) . 113 36 523 68 113 589 ' Peak -hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 131 42 608 79 131 685 RTOR Reduction (vph) 0 38 0 20 0 0 Lane Group Flow (vph) 131 4 608 59 131 685 Confl. Peds. (#/hr) 1 3 3 Turn Type Perm Perm pm+pt Protected. Phases 3 6 5 2 Permitted Phases 3 6 2 Actuated Green, G (s) 9.4 9.4 80.3 80.3 90.1 90.1 Effective Green, g (s) 9.4 9.4 81.8 81.8 91.6 91.6 Actuated g/C Ratio 0.09 0.09 0.74 0.74 0.83 0.83 Clearance Time (s) 5.0 5.0 5.5 5.5 4.0 5.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 293 132 . 2632 1182 662 2947 v/s Ratio Prot c0.04 0.17 0.01 c0.19 v/s Ratio Perm 0.00 0.04 . 0.15 v/c Ratio 0.45 0.03 0.23 0.05 0.20 0.23 Uniform Delay, d1 47.8 46.1 4.4 3.8 1.9 1.9 Progression Factor 1.00 1.00 0.23 0.00 . 0.25 0.24 Incremental Delay, d2 1.1 0.1 0.2. 0.1 0.1 0.1 Delay (s) 48.9 46.2 1.2 0.1. 0.6 0.6 - Level of Service D D A A A A' Approach Delay (s) 48.3 1.1 0.6 Approach LOS D A A Intersection Summary HCM Average Control Delay. 5.7 HCM Level of Service A HCM Volume to Capacity ratio 0.25 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 9.0 Intersection Capacity Utilization 39.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Delich Associates Synchro 6 Light Report Matthew J. Delich , P. E. Page 7 Timing Report, Sorted By Phase 72: Mulberry (State 14) & Lemay 2018 Bkgrd PM Delich Associates 4r�. T �-- Phase Number 1 2 3 4 5 6 7 8 nnwement. N13L SBTL WBL EBT SBL NBTL , EBL WBT Lead/Lag Lead, Lag Lead Lag Lead Lag Lag Lead Lead -Lag Optimize Yes Yes Yes Yes Recall Mode None None None C-Max None None None Max Maximum Split (s) 11 41 21 .47 20 32.5 26 42 Maximum Split (%) 9.1% 34.0% 17.4% 39.0% 16.6% 27.0% 21.6% 34.9% Minimum Split (s) 11 30.5 11 29.5 11 32.5 11 28 Yellow Time (s) 3 4 3 4.5 3 4. 3 4 All -Red Time (s) 1 2.5 2 2 1 2.5 2 2 Minimum Initial (s) 4 10 4 15 4 10 4 10 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0 0 0 Time To Reduce (s) 0 0 0 0 0 0 0 0 . Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 17 16 19 15 Dual Entry No Yes No, Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 35 46, 87.5 108.5 35 55 9 87.5 End Time (s), 46 87.5 108.5 35 55 87.5 .35 9 Yield/Force Off (s) 42 81 103.5 28.5 51 81 30 3 Yield/Force Off 170(s) 42 64 103.5 12.5 51 62 30 108.5 Local Start Time (s) 0 11 52.5 73:5 0 20 . 94.5 52.5 Local Yield (s) . 7 46 68.5 114 16 46 115.5 88.5 Local Yield 170(s) 7 29 68.5 98 16 27 115.5 73.5 Intersection Summary Cycle Length 120.5 Control Type Actuated -Coordinated Natural Cycle 105 Offset: 35 (29%), Referenced to phase 4:EBT, Start of Red Splits and Phases: 722 Mulherry (state 1d1 R. I amnu 111s 41s 21s 47s y m5 20 s ♦ I 06 32.5 s ~ 08 42 s e7 26 s Michael Delich Synchro 6 MatthewJ: Delich , P. E. 1/28/2013 w HCM Signalized Intersection Capacity Analysis 72: Mulberry (State 14) &,Lemay 2018 Bkgrd PM Delich Associates Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR`- SBL ' SBT SBR Lane Configurations ►j►j tt r ttt r tt I tt Ideal Flow (vphpl) 1900 1900 1900 , 1900 . 1900 1900 1900 1900 1900 4900 1900 1900 . Lane Width 12 12 - 16 12 12 15 12 12 16 : 12 12. Total Lost time (s) 3.0 5.5 5.5 4.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 .12 3.0 Lane Util. Factor 0.97 0.95 1.00 0.97 6.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes . 1.00 1.00 0.99 1.00 1.00 , 0.99 1.00 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 ' 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1:00 0.95 1.00 1.00 0.95 1.00 1.00 . 0.95 1.00 1.00 Satd. Flow (prot) 3433 3406 1769 3433 4893 1720 1769 3539 1772 1770 3539 1561 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 " 0.38 1.00 1.00 0.14 1.00. 1.00 Satd. Flow (perm) 3433 3406 1769 3433 4893 1720 ` 713 3539 . 1772 267 3539 1561 Volume (vph) 251 1112 8 .4.19 1126 213 20 690 373 : " 256 661 228 Peak -hour factor, PHF : 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97. 0.97 : 0.97 0.97 Adj. Flow (vph) "Reduction 259 1146 8 432 1161 220 21 .711 385 264 681 235 RTOR (vph) 0 0 0 0 0 0 0 0 0 '0 0 0 Lane Group Flow (vph) 259 1146 8 432 1161 220 21 711 385 264 681 235 Confl. Peds. (#/hr) . 2 7 7 2 2 2 2 2 Confl. Bikes (#(hr) 6 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% `` 2% 2% 2% 2% 2%° 2% Turn Type Prot . Free Prot Free pm+pt Free pm+pt Free Protected Phases 7 4 3. 8 1 6 5 '2 Permitted Phases Free Free 6 Free 2 Free Actuated Green, "G (s) 21.0 38.4 120.5 16.1 34.0 120.5 30.8 28.0 120.5 48.0 41.2 120.5 Effective Green, g (s) 23.0 39.4 120.5 17:1 35.0 120.5 35.3 29.0 120.5 51.5 42.2 120.5 Actuated g/C Ratio 0.19 0.33 1.00 0.14 0.29 1.00 0.29 0.24 1.00 _ 0.43 0.35 1.00 Clearance Time (s) 5.0 6.5 5.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 655 1114 1769 487 1421 1720 242 852 1772 326 1239 1561 v/s Ratio Prot 0.08 c0.34 . 0.13 c0.24 0.00 .0.20 c0.11. 0.19 v/s Ratio Perm 0.00 0.13 0.02 0.22 c0.23 0.15 v/c Ratio 0.40 1.03 0.00 . 0.89 : 0.82 0.13 0.09 .0.83 0.22 0.81 0.55 0.15 Uniform Delay, d1 42.7 40.5 0.0 50.8 39.8 0.0 30.5 43.5 0.0 26.3 31.5 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 . 1.00 1.00 Incremental Delay, d2 0.4 34.6 0.0 17.5 5.3 0.2 0.2 7.1 0.3 13.8 0.5 0.2 Delay (s) 43.1 75.1 0.0 68.2 45.1 0.2 30.6 50.6 0.3 40.0 32.0 0.2 Level of Service D E A. E D A C D. A D C A Approach Delay (s) 68.8 45.1 32.9 27.5 Approach LOS E D C C Intersection Summary HCM Average Control Delay 44.9 HCM Level of Service. D HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.5 Sum of lost time (s) 13.5 Intersection Capacity Utilization 91.9% ICU Level of Service F, Analysis Period (min) 15 c Critical Lane Group Michael Delich Synchro 6 Matthew J. Delich , P. E. 1/28/2013 72: Mulberry (State 14) & Lemay Timing Report, Sorted By Phase 2018 Bkgrd AM 1/28/2013 Phase Number 1 2 3 4 5 6 7 8 Movement NBL SBTL WBL EBT SBL .NBTL EBL WBT Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lead -Lag Optimize Yes Yes Yes Yes Recall Mode None None None C-Max None None None Max Maximum Split (s) 11 37 18 44 15 33 14 48 Maximum Split (%) 10.0% 33.6% 16.4% 40.0% 13.6% 30.0% 12.7% 43.6% Minimum Split (s) 11 30.5 11 29.5 11 32.5 11 28 Yellow Time (s) 3 4 3 4.5 , 3 4 3 4 All -Red Time (s) 1 2.5 2 2 1 2.5 2 2 Minimum Initial (s) 4 10 4 15 4 10 4 10 Vehicle Extension (s) 3 3 3 3 3 3 3 3 Minimum Gap (s) 3 3 3 3 3 3 3 3 Time Before Reduce (s) 0 0 0 0 0 0. .0 0 Time To Reduce (s) 0 0 0 0 0 0 0 0 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 17 16 19 15 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 79 90 17 35 79 94 65 17 End Time (s) 90 17 35 79 94 17. 79 65 Yield/Force Off (s) 86 10.5 30 72.5 90 10.5 74 59 Yield/Force Off 170(s) 86 103.5 30 56.5 90 101.5 74 44 Local Start Time (s) 0 11 48 66 0 15 96 48 Local Yield (s) 7 41.5 61 103.5 11 " 41.5 105 90 Local Yield 170(s) 7 24.5 61 87.5 11 22.5 105 75 Intersection Summary Cycle Length 110 Control Type Actuated -Coordinated Natural. Cycle 85 Offset: 79 (72%), Referenced to phase 4:EBT, Start of Red Splits and Phases: 72: Mulberry, (State 14) & Lemay 01 "'" 02 1(' 03 F 05 06 08 07 72: Mulberry (State 14) & Lemay HCM Signalized Intersection Capacity Analysis 2018 Bkgrd AM . 1/28/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR " Lane Configurations tt r M ttt �r r� ,tt tt - Ideal Flow (vphpl) 1900 1900 1900 1900" 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 16 12 12 15 12 12 16 12 12 .1900 12 Total Lost time (s) 3.0 5.5 5.5 4.0 5.0 5.0 3.0 5.5 5.5 3.0 5.5 3.0 Lane Util. Factor 0.97 0.95 1.00 0.97 0.91 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.99 Flpb, ped/bikes . 1.00 1.100 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 " 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Fit Protected 0.95 1.00 1.00 0.95 1.00 1.00. 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow.(prot) 3433 3406 1769 3433 . 4893 1720 1769 3539' 1772 1769 3539 1561 Fit Permitted 0.95 1.00 : 1.00. 0.95 1.00; 1.00 .47 0.47 1.00 1.00 .00 0.34 .34 .00 1.00 1.00 Sat d: Flow (perm) 3433 3406 1769 3433 4893, 1720 3539 1772 3539 .0 1561 Volume (vph) 86 827 .10 263 1073 147 7 379 163 164 .. 461 75 Peak -hour factor, PHF 0.92 0.92. 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92- Adj. Flow (vph) 93 899 11 286 1166 160 8 412. 177 178 501 82 RTOR Reduction (vph) 0 0 0 0 0. 0 0 0 0 0. 0 0 Lane Group Flow (vph) 93 899 11 286 1166 160 8 412 177 178 501 82 Confl. Peds. (#/hr) 2 7. 7 2 2 2 2 2 Confl. Bikes (#/hr)6 Heavy Vehicles (%) 2% 6% 2% 2% 60/6 2% 2% 2% 2% 2%" 2%° 2%. Turn Type Prot Free . Prot Free pm+pt Free .pm+pt Free Protected Phases 7 4 3 8 1 6 5 2` Permitted Phases Free. Free 6 Free 2 Free Actuated Green, G (s) 7.2 42.3 110.0 13.5 49.1 110.0 22.7 21.4 .110.0 36.2 36.9 110.0 .Effective Green, g (s) 9.2 43.3 110.0 14..5 50.1 110.0 27.2 22.4 110.0 39.7 31.9 110.0 Actuated g/C Ratio 0.08 0.39 " 1.00 0.13 0.46 1,00 0.25 0.20 1.00 0.36 0.29 1.00 Clearance Time (s) 5.0 6.5 5.0 6.0 4.0 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 287 1341 1769 453 2229 1720 234 721 1772 349 1026 1561 v/s-Ratio Prot 0.03 c0.26 c0.08 0.24 0.00 0.12 c0.05 0.14 ' v/s Ratio Perm 0.01 0.09` 0.01 0.10 c0.13 0.05 v/c Ratio 0.32 0.67 0.01 . 0.63 0.52 0.09 0.03 0.57' 0.10 0.51" 0.49 0.05 Uniform Delay, d1 47.5 27.5 0.0 . 45.2 21.4 0.0 31.3 . 39.5 0.0 25.5 32.3 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.84.. 0.85 1.00 incremental Delay, d2 0.7 2.7 0.0 2.9 0.9 0.1 0.1 1.1 0.1 1.2 0.4 0.1 Delay (s) 48.1 30.2 0.0 48.1 22.3 0.1 31.4 40.6 0.1. 22.6 27.8 0.1 - Level of Service D C A - D C A C D A C C A Approach Delay (s) 31.5 24.7 28.5 23.6 Approach LOS C C C C Intersection Summary HUM Average control Delay 26.8 HCM Volume to Capacity ratio. 0.60 Actuated Cycle Length (s) 110.0 Intersection Capacity Utilization 66.5% Anal is Period (min) Level of Service C 12.5 C Y. 15 c Critical Lane Group Delich Associates Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 Sum of lost time (s) ICU Level of Service . Signal Adjustments Short Range (2018) Traffic • Mulberry/Lemay — EB dual left -turn lanes and an additional WB through lane were included. SB right -turn lane is.not shown in the City's analyses. SB right - turn lane was included in these analyses. All right -turn lanes are channelized, however the NB RT-lane is the only one that has a "Free" condition with an acceleration lane. The other RT-lanes were analyzed with a "Yield" condition. • Lemay/Magnolia — No change. • Lemay/Lincoln — NB right -turn lane is channelized and analyzed with a "Free" condition with an acceleration lane. • Lemay/yine — During the afternoon peak hour, EB & WB left -turn lanes were not shown in the City's analyses. EB & WB left -turn lanes were included in the afternoon peak hour analysis. No Text Level -of -Service Average Total Delay sec/veh A <10. B >10and<15' C > 15 and < 25 D > 25 and < 35 E >35and <50 F > 50 Level -of -Service Average Total Delay sec/veh .A < 10 ` B > ,10 and < 20 C >20and <35 D > 35 and < 55 E > 55 and < 80 F > 80 No Text No Text No Text TABLE 4 Trip Generation from Link-N-Greens ODP (August 2012) i x CocieF Y 4 VSe s Y , ,+AM,Peak Hour ;,, PM Peak Flour ! bme} Phase 1 140 Manufacturing 214.0 KSF 1 3.82 1 820 0.57 L122 1 0.16 1 34 1 0.26 56 0.47 100 Retail/Commercial 820 Retail 54.5 KSF 42.92 2340 0.61 34 0.39 21 1,83 148 1.90 155 311 All -Suites Hotel 150 Rooms 4.90 740 0.21 31 0.17 26 0.18 . 27 0.22 33 932 Sit -Down Restaurant 7.0 KSF 127.15 890 5.99 42 5.53 39 6.58 46 4.57 32 Retail/Commercial Subtotal 3970 107 86 221 220 Phase 1 Total 4790 229 120 277 320 Phase 2 140 Manufacturing KSF T-244 3.82 1480 0.57 220 0.16 63 0.26 102 0.47 181 714 Corporate OfficeKSF 7.98 1950 1.39 339 0.10 25 0.14 34 1.26 308 Phase 2 Total 3430 559 88 . 136 489 Link-N-Greens ODP Total 8220 788 268 413 809 TABLE 5 ay- - Link-N-Greens Property Full Development Trip Generation t ��''T....Fq ✓i' qx 9 y0t}' ^i i k �1l P.+341s})N.^nJ R ]1 O 9_,fM Ti' T 0 ?,CodeF U Slte ,AWD,7EK� eHAltll P4ak Hour.f (PNI Beak Hotirfn` se �, ,a o air n n..e, 4 ITS and A&T 714 Office 60.6 KSF 1 7.98 484 1 1.41 85 0.11 7. 0.14 8 1.27 77 140 Manufacturing 205.4 KSF 3.82 784 1.0.57 117 0.16 1 33 1 0.26 L53 1 0.47 1, 97 ES A&T 714 Office 73.0 KSF 7.98 582 1.41 103 0.11 8 0.14 10 127 93 140 Manufacturing,. 193.0 KSF 3.82 738 1 0.57 110 0.16 31 0.26 50 1 0.47 91 ITS and ES Test 714. Office 22.0 KSF 7.08 176 1 1.41 31 0.11 2 0.14 140 Manufacturing 80.0 KSF 3.82 306 0.57 46 0.16 13 0.26[k21 M0.4738 Other 714 Headquarters Office 100.0 KSF 7.98 798 1.41 141 0.11 11 0.14 ` 14 1.27 127 140 Misc (Cafeteria/ Production Support) 36.0 KSF 3.82 138 0.57 21 0.16 4 0.26 5 0.47 17 140 Undefined Expansion 100.0 KSF 3.82 382 0.57 57 0.16 16 0.26 26 0.47 47 Office/Manufacturing Subtotal 4388 711 125 190 615 Commercial Area Subtotal (from Table 1) 4358 179 124 198 199 Link-N-Greens Full Development Total 8746 890 249 388 814 JIL-=DELICH Link-N-Greens PDP TIS Amendment, January 2013 ,p rASSOCIATES No Text No Text TABLE 2 Short Range (2018) Background Peak Hour Operation 'nV�iIW/{} n � X 'h' ? 1 iNovernent Lemay/Lincoln (signal) EB LT D D EB T D D EB RT D D EB APPROACH D D WB LT C D WBT D E WB RT D D WB APPROACH D D NB LT B C NB T B C . NB RT A A NB APPROACH B B SB LT A B SB T/RT B C SB APPROACH B C OVERALL C C Lincoln/East Access (stop sign) SB LT/RT B C EB LT A A Lincoln/West Access.. (stop sign) SB LT/RT B C EB LT A A L gnal) ne (sggnal); •. EB LT D E EB T/RT. D D EB APPROACH D D WB LT D . D WB T/RT D D WB APPROACH D D NB LT/T/RT A C SB LT/T/RT A B OVERALL B C -101/160 126/123 82/64 16/as Vine N 901171 —� m - 64/85 �• to aD N N p 16/2 N 20/3 .. O v m z Q p `* z N — 106/234 - � — 285/573 I 28/8 l . 3011478 '- `o° — I I I 125/272 66/21 J 1 l 80/10000 /— 23/3 29/4 /\\\ 24/123\\\ r Lincoln _ 3511406 2521444 —� 172/233 -y- w D - 51/15 m z 51/12 z 136/230 - w J D - ( a)D W .>- 11.1 Access n9iz42� 314 o L o JIv dyo I�l 36/133 �_ NOM 113/405 461102 —� } Magnolia - NOM -. - 33197 ?22 - AM/PM N Y " a >1 `° E,. Joro RT Access. s7/ss . o 291/280 1073/1126 263/419 229/316 �) f � Mulberry 827/1112 —� 10/8 SHORT RANGE (2018) TOTAL - PEAK HOUR TRAFFIC:Figure 4 a--�1 LDELICH Link-N-Greens PDP TIS Amendment, January 2013 -1 1"ASSOCIATES a 1011160. 126/123 55/53 1 i 18/48 -� A ' Vine , V - 901171 52/79 C `° � N U U a) w _ N m n �106/234 . . " N �16/2 m N � m � n m v�i �— 112/268 f 2521480 20/3 2481423 + — 57/87 23/3 2914 - 18/93 1 Lincoln 260/355 207/383 167/219 —� 96/191 s w� �36/133 l \\\ /—113/405 1 Magnolia hm . C N N m f- AM/PM T. m E . a1 J 147/213 1073/1126 263/419 86/251 —� Mulberry 827/1112 . 10/8 n m _ SHORT RANGE (2018) BACKGROUND PEAK HOUR TRAFFIC Figure 3. DELICH Link-N-Greens MP TIS Amendment, January 2013 7* f—ASSOCIATES 27/11 N ,z/s 1 Vine — 33193. �-.- 53/55 `* f- 13/4 - 28/8 /—6, 66//21 IN - J 23/1//3 45 � `� 6/30f � 1. ( Lincoln " 51/15y 51/6ly rni cNv I . 5114 y 'rn 40/39 - .U). N >d) - cn Lll �l ` cess 31 4 pc +. . f-NOM 46/102 .� Magnolia - -. NOM- - 33/97 f AM/PM E JN RT Access'.. 57/95 .. n 1144/67 143/67 f Mulberry a . SHORT RANGE (2018) SITE GENERATED PEAK HOUR TRAFFIC Figure 2 DELICH Link-N-Greens PDRTISAmendment,January2013 -,1 rASSOCIATES TABLE 1 Phases 1-4 & Commercial/Retail Area (2018) Trip Generation t !�' i } a 4 ? (x. p py e3i .ie . 1 1 4 F ,, Si rti } f ) �' ) f`lj �? i �I r"tAWDTE; R IYi1 t .. �.roW.4 T� ''A H s =i 4�>d M Peak' our �"'�+ )... �= FY p��4 /��, ��i� ��i1 4•\W4 VW ry � ."PMtP J, ✓ lt' Y 1 Y' '( " ) du � M (�YYA• Phase 2 714 Headquarters Office 75.0 KSF 7.98 598 1 1.41 106 0.11 1 8 0.14 11 1.27 95 Phase 3 714 Office 62.0 KSF 7.98 494 1.41 87 0.11 7 0.14 9 1.27 79 140 Manufacturing ) (ES 154.0 KSF 3.82 588 0.57 88 0.16 25 0.26 40 0.47 72 Phase 3 Subtotal 1082 175 32 49 551 Phase 4 714 Office 22.0 KSF 7.98 176 1.41 31 0.11 2 0.14 .3 1.27 28 140 Manufacturing (ITS & ES Test Center). 50.0 KSF 3.82 192 0.57 29 0.16 ' 8 0.26 13 0.47 24 Phase 4 Subtotal 368 60 10 16 52 . Phase 1 Subtotal (from Table 2) 1220 195 38 60 167 Office/Manufacturing Short Range (2018) Total 3268 536 88 :1:3]6 465 Commercial Area 932 Sit -Down Restaurant 5.0 KSF 127.15 636 5.95 30 4.86 24 5.91 30 .3.94 20 826 Retail 12.0 KSF 44.32 532 0.76 9 . 0.60 7 1.19 14 1.52 18 710 General Office 21.0 KSF 11.03 232 1.37 29 0.19 4 0.25 5 1.24 26 826 Retail 20.0 KSF ' 44.32 886 0.76, 15 0.60 12 1.19 24 1.52 30 912 Bank 5.4 KSF 148.15 800 6.89 37 5.19 28 12.15 66 12.15 66 932 Sit -Down Restaurant 10.0 KSF 127.15 1272 5.95 59 4.86 49 5.91 59 3.94 39 Commercial Area Total 4358 179 124 198 199 Short Range (2018) Total 1 7626 715 212 334 664 OFFICE 'OOOS 2l F RETAIL 20,000 SF uuunu nUUUiumn - SIT-DOWN 5,000 SF SCALE: 1"=100' RETAIL 12,000 SF SIT-DOWN SITE PLAN FOR 'REST. THE COMMERCIAL/ ffl 10,000 SF RETAIL AREA DELICH -7j f'-ASSOCIATES 4 f Link-N-Greens PDP TIS Amendment, January 2013 •. Table 5 shows the full development trip generation for the Link-N-Greens property with this proposal. The trip generation for the Link-N-Greens property resulted in 8746 daily trip ends,1139 morning peak hour trip ends, and 1202 afternoon peak hour trip ends. Based upon a comparison of Tables 4 and 5, the current proposal for full development of the Link-N-Greens property will generate more daily, more morning peak hour, and less afternoon peak hour trip ends than that calculated in the "Link-N-Greens ODP Transportation Impact Study. Since the forecasted traffic. is lower in the afternoon peak hour and during the morning peak hour the key intersections are not problematic, it is concluded that the current proposal for Link-N-Greens is compatible, from an operations perspective, with that analyzed in the "Link-N-Greens ODP TIS. With the development of the Link-N-Greens PDP, it is concluded that the key intersections will operate' acceptably with recommended geometry and control. The increase in the commercial/retail area will not significantly impact the key intersections. The current proposal for Link-N-Greens is compatible with that analyzed in the "Link-N Greens ODP TIS." Do not hesitate to contact me if you have questions or require additional information. _�'L--DELICH Link-N-Greens PDP TIS Amendment, January 2013 �� [--ASSOCIATES A Background traffic projections for the short range (2018) future horizon were obtained from the cited LNGPDPTIS and are shown in Figure 3. The traffic volumes generated by the proposed Link-N-Greens PDP. (Figure 2) were added to. the background traffic volumes (Figure 3) to produce the total traffic volume forecasts for the short range (201.8) future. Figure 4 shows the short range (2018) total peak hour traffic at the key intersections. Operation analyses were performed at . the Mulberry/Lemay, Lemay/Magnolia, Lemay/Lincoln, Lemay/Vine, Lemay/RT Access, Lemay/3/4 Access, Lincoln/East Access, and Lincoln/West Access intersections. The operations analyses were conducted for the short range future, reflecting year 2018 conditions. Each appendix (containing the calculation forms for the operational analyses) lists the adjustments made to the signal timings at each intersection that differ from the City of Fort Collins analyses. At the Mulberry/Lemay intersection, there will be geometric improvements that are reflected in all subsequent analyses. These are: dual eastbound left -turn lanes and three westbound through lanes. These improvements are expected to be constructed in the next 1-2 years. The intersections were evaluated using techniques provided in the 2000 HCM. A description of level of service for signalized and unsignalized intersections from the 2000 HCM -and a. table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are provided in Appendix B. " The Link-N-Greens PDP site is in 'an area termed "commercial corridor.". In areas. termed "commercial" corridors," acceptable operation" at signalized intersections during the peak hours is defined as level of service D. or better for the overall intersection, and level of service E or better for any leg or movement. At unsignalized intersections, there is no minimum acceptable level of service for any approach leg for an arterial/collector or local and collector/local intersection. " In such areas, it is expected that there would be substantial delays to the minor street movements at unsignalized intersections during the peak hours. This is considered to be normal and acceptable in urban areas. Using the traffic volumes shown in Figure 3, the key intersections operate in the short range (2018) background_ traffic future as indicated in Table 2. Calculation forms for these analyses are provided in Appendix B. The key intersections will operate acceptably during the peak hours. Table 3 shows the short range (2018) total morning and afternoon peak hour operation at the key intersections. Calculation forms for these analyses are provided in Appendix C. The Mulberry/Lemay intersection will not achieve level of service E or better for all movements during the afternoon peak hour. with the expected geometric improvements mentioned earlier. Therefore, dual southbound left -turn lanes were added in order to achieve acceptable operation.: The operation shown in Table 3 for the Mulberry/Lemay intersection also reflects the dual southbound left -turn lanes. The other key intersections will operate acceptably. Table 4 shows the trip generation from the "Link-N-Greens ODP Transportation Impact Study," August 2012. The trip generation from the ODP resulted in 8220 daily trip ends, 996 morning peak hour trip ends„ and 1222 afternoon peak hour trip ends. �;("DELICH Link-N-Greens PDP TIS Amendment, January 2013 1.; rASSOCIATES DELICH ASSOCIATES Traffic & Transportation Engineering 2272 Glen Haven Drive Loveland, Colorado 80538 Phone: (970) 669-2061 Fax: (970) 669-5034 MEMORANDUM TO: Jeff Wingert/Aaron Schlagel, W.W. Reynolds Wayne Timura, Next Level Development Angie Milewski, BHA Design Allen Ginsborg, NewMark Merrill Mountain States Joe Olson/Wardt�Sttaan�f`orrdd, Fort Collins Traffic Operations FROM: Matt Delich DATE: January 29, 2013 SUBJECT: Link-N-Greens PDP Transportation Impact Study Amendment (File: 1257ME02) This memorandum provides trip generation and operational analyses of the key intersections due a change (increase of floor area) in the retail/commercial portion of the Link-N-Greens PDP project.. This memorandum is an amendment to the "Link-N- Greens .PDP Transportation ,Impact Study" (LNGPDPTIS) January 2013. It also addresses Traffic Operations Comment Number 4 as contained in the City staff letter RE: Link-N-Greens, PDP130001, Round 1, dated January 25, 2013. The future year analyses in the LNGPDPTIS utilized the 2010 Highway Capacity Manual (2010 HCM). Based upon various reviews and discussions with Fort Collins Traffic Operations, the 2010 HCM procedures were found to be inconsistent. Therefore, the analysis techniques in the 2000 Highway. Capacity Manual (2000 HCM) were used for all intersections in this exercise. The scope of this exercise was discussed with Joe Olson, Fort Collins Traffic Engineer. This memorandum analyzes the impacts of an increase in floor area in the retail/commercial portion of the development on the 2018 future. It also compares the new trip generation versus that analyzed in the "Link-N-Greens ODP Transportation Impact Study," (TIS) August 2012. The new site plan for the commercial/retail area is shown in Figure 1. The entire Link-N-Greens site plan (used in the LNGPDPTIS with the new commercial/retail area) is provided in Appendix A. The short range (Year 2018) included the development of Phases 1-4 and the new commercial/retail area. Trip Generation, 9th Edition, ITE was used to estimate the daily and peak hour trip generation for the Link-N-Greens PDP. Table 1 shows the expected trip generation for Phases 1-4 and the new commercial/retail area. The new trip generation resulted in 7626 daily trip ends, 927 morning peak hour trip ends, and 998 afternoon peak hour trip ends. Figure 2 shows the short range (2018) site generated peak hour traffic for the Link-N-Greens PDP.