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Home My WebLink AboutFORT COLLINS LDS TEMPLE - PDP - PDP120029 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYPROPOSED LDS TEMPLE TRANSPORTATION IMPACT STUDY TIMBERLINE ROAD & TRILBY ROAD FORT COLLINS, COLORADO AUGUST 2012 Prepared for: Temple and Special Projects 50 East North Temple Street, COB 1046 Salt Lake City, UT 84150-0010 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 TABLE OF CONTENTS I. INTRODUCTION........................................................................................................ 1 II. EXISTING CONDITIONS .......................................................................................... 2 Land Use......................................................................................................................... 2 Roads.............................................................................................................................. 2 Existing Traffic................................................................................................................. 2 Existing Operation........................................................................................................... 5 Pedestrians Facilities ...................................................................................................... 5 Bicycle Facilities..............................................................................................................5 Transit Facilities ..............................................................................................................5 III. PROPOSED DEVELOPMENT................................................................................. 8 Trip Generation ............................................................................................................... 8 Trip Distribution ............................................................................................................. 10 Background Traffic Projections ..................................................................................... 10 Trip Assignment ............................................................................................................ 14 Signal Warrants............................................................................................................. 14 Operation Analysis ........................................................................................................ 14 Street Classification....................................................................................................... 20 Geometry ...................................................................................................................... 25 Pedestrian Level of Service........................................................................................... 28 Bicycle Level of Service ................................................................................................ 28 Transit Level of Service................................................................................................. 28 IV. CONCLUSIONS/RECOMMENDATIONS .............................................................. 29 DELICH The LDS Temple TIS, August 2012 ASSOCIATES LIST OF TABLES 1. Current Friday and Saturday Peak Hour Operation................................................... 7 2. Trip Generation for The LDS Temple at 60% Capacity ........................................... 10 3. Short Range (2016) Background Friday and Saturday Peak Hour Operation ......... 19 4. Long Range (2030) Background Friday and Saturday Peak Hour Operation.......... 21 5. Short Range (2016) Total Friday and Saturday Peak Hour Operation .................... 22 6. Long Range (2030) Total Friday and Saturday Peak Hour Operation..................... 23 LIST OF FIGURES 1. Site Location ............................................................................................................. 3 2. Recent Friday and Saturday Peak Hour Traffic......................................................... 4 3. Balanced Friday and Saturday Recent Peak Hour Traffic ......................................... 6 4. Site Plan.................................................................................................................... 9 5. Trip Distribution ....................................................................................................... 11 6. Short Range (2016) Background Friday and Saturday Peak Hour Traffic............... 12 7. Long Range (2030) Background Friday and Saturday Peak Hour Traffic ............... 13 8. Short Range (2016) Site Generated Friday and Saturday Peak Hour Traffic.......... 15 9. Long Range (2030) Site Generated Friday and Saturday Peak Hour Traffic .......... 16 10. Short Range (2016) Total Friday and Saturday Peak Hour Traffic.......................... 17 11. Long Range (2030) Total Friday and Saturday Peak Hour Traffic .......................... 18 12. Long Range (2030) Total Daily Traffic..................................................................... 24 13. Short Range (2016) Geometry ................................................................................ 26 14. Long Range (2030) Geometry................................................................................. 27 APPENDICES A. Base Assumptions Form/Recent Friday and Saturday Peak Hour Traffic B. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS Standards C. Short Range (2016) Background Friday and Saturday Peak Hour Operation D. Long Range (2030) Background Friday and Saturday Peak Hour Operation E. Short Range (2012) Total Peak Friday and Saturday Hour Operation F. Long Range (2030) Total Peak Friday and Saturday Hour Operation G. Pedestrian/Bicycle Level of Service DELICH The LDS Temple TIS, August 2012 ASSOCIATES I. INTRODUCTION This transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed development of The Church of Jesus Christ of Latter Day Saints (LDS) Temple. The proposed LDS Temple site is located in the southeast quadrant of the Timberline/Trilby intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project developer (Kerry B. Nielsen, Temple and Special Projects and Mark Tingey), the project civil engineer (Landmark Engineering Ltd.), the Fort Collins Traffic Engineering staff, and the Fort Collins Transportation Planning staff. This study generally conforms to the format set forth in the Fort Collins transportation impact study guidelines contained in the “Larimer County Urban Area Street Standards” (LCUASS). A Base Assumptions Form and related information are provided in Appendix A. The study involved the following steps: • Collect physical, traffic, and development data; • Perform trip generation, trip distribution, and trip assignment; • Determine peak hour traffic volumes; • Conduct capacity and operational level of service analyses on key intersections; • Analyze signal warrants; • Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 1 II. EXISTING CONDITIONS The location of the LDS Temple site is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily residential. A Latter Day Saints Church is located in the northeast quadrant of the Timberline/Trilby intersection. Land adjacent to the site is flat (<3% grade) from a traffic operations perspective. The center of Fort Collins lies to the northwest of the proposed LDS Temple. Roads The primary streets near the LDS Temple site are Timberline Road and Trilby Road. Timberline Road is to the east of the LDS Temple site. It is a north-south street classified as a four-lane arterial, north of Trilby Road, and a two-lane arterial street, south of Trilby Road, on the Fort Collins Master Street Plan. Currently, Timberline Road has a two-lane cross section in this area. At the Timberline/Trilby intersection, Timberline Road has northbound and southbound left-turn lanes and a through/right- lane in each direction. According to LCUASS, a southbound right-turn lane is required with the existing traffic volumes based upon the peak hour counts. The Timberline/Trilby intersection has signal control. The existing speed limit in this area is 40 mph, north of Trilby Road, and 50 mph, south of Trilby Road. Trilby Road is to the north of the LDS Temple site. It is an east-west street classified as a four-lane arterial, west of Timberline Road, and a two-lane collector, east of Timberline Road, on the Fort Collins Master Street Plan. Currently, Trilby Road has a two-lane cross section in this area. Trilby Road currently ends approximately 230 feet east of Westchase Road. At the Timberline/Trilby intersection, Trilby Road has eastbound and westbound left-turn lanes and a through/right-turn lane in each direction. The existing speed limit is 40 mph, west of Timberline Road, and 25 mph, east of Timberline Road. All other streets in the area (Carmichael Street and Majestic Drive) are local streets. Existing Traffic Recent Friday and Saturday peak hour traffic counts at the Timberline/Trilby, Timberline/Majestic, Trilby/LDS Church, and Trilby/Carmichael intersections are shown in Figure 2. Raw traffic data is provided in Appendix A. The traffic data for the key intersections was collected in September 2011. The Friday and Saturday counts were DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 2 Trilby Timberline Majestic Carmichael LDS Church Kechter SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 3 AM Friday/PM Friday/AM Saturday RECENT FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 2 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 4 Majestic Trilby 29/48/29 Timberline 435/496/196 5/26/9 223/375/166 329/567/225 7/12/4 276/276/164 10/46/23 33/48/49 7/16/4 32/19/15 32/11/15 7/1/2 0/0/0 0/0/0 64/45/32 0/6/2 22/78/34 33/23/15 0/0/1 0/0/2 31/22/17 9/23/5 13/55/29 4/2/3 450/574/219 2/15/8 394/613/293 6/5/7 4/2/3 LDS Mtg House Carmichael obtained, since these are the days of the highest activity at an LDS Temple. To simplify the traffic forecasting, the recent traffic counts were balanced between the key intersections and are shown in Figure 3. Existing Operation The key intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. Using the recent peak hour traffic shown in Figure 3, the current Friday and Saturday peak hour operation at the key intersections is shown in Table 1. Calculation forms are provided in Appendix B. A description of level of service for signalized and unsignalized intersections from the 2000 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are provided in Appendix B. This area is considered to be in a “Low Density Mixed-Use Residential” area. The key intersections operate acceptably during the Friday and Saturday peak hours. Acceptable operation at signalized intersections during the peak hours is defined as level of service D or better overall and level of service D for any movement or leg. At unsignalized intersections, acceptable operation is considered to be at level of service F for any approach leg for an arterial/local intersection and level of service C for any approach leg for a collector/local intersection. Pedestrian Facilities Sidewalks exist along both sides of Trilby Road, east of Timberline Road, and on the east side of Timberline Road, north of Trilby Road. Sidewalks will be incorporated within and adjacent to this development. Bicycle Facilities Bicycle lanes exist on Timberline Road and Trilby Road. Bike lanes are not required on local or connector streets. Transit Facilities Currently, there is no Transfort service in this area of Fort Collins. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 5 BALANCED RECENT FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 6 Majestic Trilby 29/48/29 Timberline 435/496/196 5/26/9 223/375/166 329/567/225 7/12/4 276/276/164 10/46/23 33/48/49 7/16/4 32/19/15 32/11/15 7/1/2 0/0/0 0/0/0 64/45/32 0/6/2 22/78/34 33/23/15 0/0/1 0/0/2 31/22/17 9/23/5 13/55/29 4/2/3 463/565/227 2/15/8 392/611/281 6/5/7 4/2/3 LDS Mtg House Carmichael AM Friday/PM Friday/AM Saturday TABLE 1 Current Friday and Saturday Peak Hour Operation Intersection Movement Level of Service AM Fri PM Fri AM Sat EB LT D D D EB T/RT C C C EB APPROACH D D D WB LT C C C WB T/RT C C C WB APPROACH C C C NB LT B C A NB T/RT B B A NB APPROACH B B A SB LT A A A SB T/RT B D A SB APPROACH B D A Timberline/Trilby (signal) OVERALL C C B Timberline/Majestic EB LT/RT C E B (stop sign) NB LT/T A A A Trilby/LDS Church SB LT/RT A A A (stop sign) EB LT/T A A A Trilby/Carmichael SB LT/RT A A A (stop sign) EB LT/T A A A DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 7 III. PROPOSED DEVELOPMENT The LDS Temple is a “church services” development consisting of 26,600 square feet. Figure 4 shows the site plan of the LDS Temple. The site plan reflects proposed Majestic Drive through this site to Trilby Road. The short range analysis (Year 2016) includes development of the LDS Temple and an appropriate increase in background traffic, due to normal growth and other known developments in the area. As discussed in the scoping meeting, it was assumed that Trilby Road would not extend to Ziegler Road in the short range future. The long range analysis year is considered to be 2030. In the long range future, Trilby Road will connect to Ziegler Road through the Kechter Farm property. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. A compilation of trip generation information contained in Trip Generation, 8th Edition, ITE is customarily used to estimate trips that would be generated by the proposed/expected use at this site. However, due to the unique uses at the proposed LDS Temple, discussions were held with the client regarding site specific trip generation. Based upon these discussions, the LDS Temple is planned to be in operation Tuesday through Saturday and closed on Sunday and Monday. There are three primary building functions (instruction sessions, weddings, and baptistry), as well as temple staff member shifts that will contribute to site generated traffic. The descriptions below assume that the instruction sessions, weddings, and baptistry occurs within the temple at the same time. The following are the planned building functions and associated trip generation assumptions for the proposed LDS Temple based upon 100 percent capacity, usage, and attendance: • Instruction Sessions – The first session begins at 6:00am and the last session begins at 8:00pm. Instruction sessions begin every hour and can last approximately two hours with a maximum of 32 vehicles per session. It is assumed that 8 sessions occur per day with 32 trip ends in and 32 trip ends out within the analyzed peak hours. • Weddings – The first wedding begins at 9:00am and the last wedding begins at 5:00pm. Three rooms within the LDS Temple are dedicated to weddings (one large room and two small rooms). Weddings in the large room will generate 32 vehicles and weddings in the small rooms will generate 13 vehicles each. The busiest days for weddings are Fridays and Saturdays. It is assumed that up to eight weddings (4 in the large room and 2 in each of the small rooms) will occur on Friday/Saturday with 58 trip ends in and 58 trip ends out within the analyzed peak hours (32+13+13). • Baptistry – The first baptistry begins at 6:00am and the last baptistry begins at 7:00pm. Baptistry begins every hour and can last approximately one hour with a maximum of 8 vehicles per session. It is assumed that 10 sessions occur per day with 8 trip ends in and 8 trip ends out within the analyzed peak hours. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 8 SCALE: 1"=200' SITE PLAN Figure 4 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 9 • Staff – Staff is present throughout the day. It is assumed that there are three shifts of staff in a day with a maximum of 18 vehicles per shift. It is assumed that the Friday morning peak will have 18 trips ends in, the Friday afternoon peak hour will have 18 trips ends out, and the Saturday morning peak hour will have 18 trip ends/18 trip ends out. There is also a president’s residence south of the LDS Temple site. This residence was analyzed as a single family dwelling unit. As mentioned above, these assumptions are based upon 100 percent capacity. However, in practice, the attendance at temple sites are much lower. The operational statistics for several similarly-sized existing temples show that they operate at approximately 60 percent of capacity during Friday and Saturday. Therefore, a factor of 60 percent has been applied to the gross trip generation described above. The 60 percent factor was agreed to in the scoping meeting. Table 2 shows the expected trip generation on a daily and peak hour basis. TABLE 2 Trip Generation for The LDS Temple at 60% Capacity AFDTE Friday AM Peak Hour Friday PM Peak Hour ASDTE Saturday AM Building Function Peak Hour Trips In Out In Out Trips In Out Instruction Sessions 304 19 19 19 19 304 19 19 Weddings 216 35 35 35 35 216 35 35 Baptistry 100 5 5 5 5 100 5 5 Staff 66 11 0 0 11 66 11 11 President’s Residence 10 0 1 1 0 10 0 0 Totals 696 70 60 60 70 696 70 70 Trip Distribution Directional distribution of the generated trips was determined for the LDS Temple. Future year data was obtained from the NFRRTP and other transportation impact studies in the area. Figure 5 shows the trip distribution used for the LDS Temple. The trip distribution was discussed with City staff and agreed upon in the scoping meeting. Background Traffic Projections Figures 6 and 7 show the respective short range (2016) and long range (2030) background Friday and Saturday peak hour traffic at the key intersections. Background traffic projections for the short range and long range future horizons were obtained by reviewing the NFRRTP, reviewing transportation impact studies for other developments, and reviewing historic count data for this area of Fort Collins. In the short range future, DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 10 Trilby Timberline Majestic Carmichael LDS Church 30% 25% 40% 35% 30% 25% NOM 15% short range long range LEGEND: SCALE: 1"=500' TRIP DISTRIBUTION Figure 5 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 11 SHORT RANGE (2016) BACKGROUND FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 6 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 12 Majestic Trilby 32/53/32 Timberline 480/548/216 5/26/9 246/414/183 363/626/248 7/12/4 305/305/181 10/46/23 36/53/54 7/16/4 32/19/15 32/11/15 7/1/2 0/0/0 0/0/0 64/45/32 0/6/2 22/78/34 33/23/15 0/0/1 0/0/2 31/22/17 9/23/5 13/55/29 4/2/3 511/622/250 2/15/8 429/675/309 6/5/7 4/2/3 LDS Mtg House Carmichael AM Friday/PM Friday/AM Saturday LONG RANGE (2030) BACKGROUND FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 13 Majestic Timberline LDS Mtg House Carmichael 5/5/5 720/780/345 NOM/5/5 5/15/10 645/755/485 NOM/5/5 10/5/10 NOM 5/5/5 5/5/5 NOM 5/NOM/5 Trilby 215/235/230 NOM 235/240/130 NOM/5/5 5/5/5 NOM Majestic 50/110/50 620/615/275 65/65/35 240/375/210 495/625/320 10/15/10 300/250/210 170/195/100 60/70/70 15/20/10 155/170/135 95/80/110 10/5/5 NOM NOM 255/265/250 NOM/5/5 245/270/140 10/25/5 235/245/135 35/25/15 NOM NOM 220/240/235 Rounded to Nearest 5 Vehicles AM Friday/PM Friday/AM Saturday traffic volumes on the area arterial streets were increased at a rate of two percent per year. The long range (2030) traffic volumes were increased at a rate of two percent per year and reflect full build-out of most of the vacant land in the area. In addition to this, the long range forecasts reflect the connection of Trilby Road to Ziegler Road. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. The short range (2016) and long range (2030) site generated trip assignment for the LDS Temple is shown in Figures 8 and 9, respectively. The site generated traffic was combined with the background traffic to determine the total forecasted traffic for the study area. Figures 10 and 11 show the respective short range (2016) and long range (2030) total Friday and Saturday peak hour traffic at the key intersections. Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. None of the stop sign controlled intersections will meet peak hour volume signal warrants in the short range (2016) or long range (2030) futures. Operation Analysis Operation analyses were performed at the key intersections. The operation analyses were conducted for the short range analysis, reflecting a year 2016 condition. The long range analysis reflects a year 2030 condition. In addition to the intersection analyses using the current control devices (signal and stop sign), the City of Fort Collins requires a roundabout analysis at the appropriate intersections. A roundabout was evaluated at the Timberline/Trilby intersection in a separate exercise. City staff decided that a roundabout would not be considered at this intersection. Using the traffic volumes shown in Figure 6, the key intersections operate in the short range (2016) background Friday and Saturday peak hours as indicated in Table 3. Calculation forms for these analyses are provided in Appendix C. As stated earlier, a southbound right-turn lane is required with the existing traffic volumes at the Timberline/Trilby intersection. City staff requested operational analyses at this intersection with and without this right-turn lane. The key intersections operate acceptably during the Friday morning and Saturday morning peak hours. In the Friday afternoon peak hour, the southbound through/right-turn movement and the southbound leg will operate at level of service E, which is termed unacceptable. This operation will occur without the LDS Temple traffic. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 14 SHORT RANGE (2016) SITE GENERATED FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 15 Majestic Trilby 10/12/12 Timberline 11/12/12 12/11/12 16/14/16 9/8/9 12/10/12 14/16/16 8/9/9 22/25/25 25/22/25 22/25/25 25/22/25 LDS Mtg House Carmichael NOM 25/22/25 22/25/25 NOM Majestic 24/21/24 21/17/21 21/24/24 17/21/21 AM Friday/PM Friday/AM Saturday LONG RANGE (2030) SITE GENERATED FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 16 Majestic Trilby 9/11/11 Timberline 9/10/10 10/9/10 15/13/15 7/6/7 11/9/11 13/15/15 6/7/7 19/22/22 22/19/22 19/22/22 22/19/22 LDS Mtg House Carmichael 10/9/10 22/19/22 19/22/22 9/10/10 Majestic 21/18/21 17/14/17 18/21/21 14/17/17 AM Friday/PM Friday/AM Saturday SHORT RANGE (2016) TOTAL FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 17 Majestic Timberline LDS Mtg House Carmichael 4/2/3 511/622/250 21/17/21 2/15/8 429/675/309 24/21/24 6/5/7 NOM 4/2/3 21/24/24 NOM 17/21/21 Trilby 31/22/19 NOM 13/55/30 25/22/25 22/25/25 NOM Majestic 42/65/44 491/560/228 5/26/9 246/414/183 375/637/260 23/26/20 305/305/181 19/54/32 48/63/66 21/32/20 40/28/24 32/11/15 7/1/2 0/0/0 0/0/0 86/70/57 0/6/2 47/100/59 9/23/5 38/77/54 33/23/15 0/0/1 0/0/2 53/47/42 AM Friday/PM Friday/AM Saturday LONG RANGE (2030) TOTAL FRIDAY AND SATURDAY PEAK HOUR TRAFFIC Figure 11 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 18 Majestic Timberline LDS Mtg House Carmichael 5/5/5 720/780/345 20/20/25 5/15/10 645/755/485 20/25/25 10/5/10 NOM 5/5/5 25/25/25 NOM 20/20/25 Trilby 215/235/230 10/10/10 235/240/130 25/25/30 25/30/30 10/10/10 60/120/60 630/625/285 65/65/35 240/375/210 505/635/330 25/30/25 300/250/210 180/200/110 70/80/80 30/35/25 160/180/145 95/80/110 10/5/5 NOM NOM 275/290/275 NOM/5/5 270/290/165 10/25/5 260/265/160 35/25/15 NOM NOM 240/265/260 Majestic Rounded to Nearest 5 Vehicles AM Friday/PM Friday/AM Saturday TABLE 3 Short Range (2016) Background Friday and Saturday Peak Hour Operation Intersection Movement Level of Service AM Fri PM Fri AM Sat EB LT D D D EB T C C C EB RT C C C EB APPROACH D D D WB LT C C C WB T/RT C C C WB APPROACH C C C NB LT A B A NB T/RT B B A NB APPROACH B B A SB LT A B A SB T B B A SB RT B B A SB APPROACH B B A Timberline/Trilby (signal) with a southbound right-turn lane OVERALL C C B EB LT D D D EB T C C C EB RT C C C EB APPROACH D D D WB LT C C C WB T/RT C C C WB APPROACH C C C NB LT B C A NB T/RT B B A NB APPROACH B B A SB LT A B A SB T/RT C E B SB APPROACH C E B Timberline/Trilby (signal) without a southbound right-turn lane OVERALL C D B Timberline/Majestic EB LT/RT C E B (stop sign) NB LT/T A A A Trilby/LDS Church SB LT/RT A A A (stop sign) EB LT/T A A A Trilby/Carmichael SB LT/RT A A A (stop sign) EB LT/T A A A DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 19 Using the traffic volumes shown in Figure 7, the key intersections operate in the long range (2030) background Friday and Saturday peak hours as indicated in Table 4. Calculation forms for these analyses are provided in Appendix D. The key intersections operate acceptably during the Friday and Saturday peak hours. Table 5 shows the short range (2016) Friday and Saturday peak hour operation at the key intersections with full development of the LDS Temple. Calculation forms are provided in Appendix E. The Timberline/Trilby intersection was evaluated with and without the southbound right-turn lane. The analysis indicated that the key intersections will operate at acceptable levels of service during the Friday morning and Saturday morning peak hours. In the Friday afternoon peak hour, the southbound through/right- turn movement and the southbound leg will operate at level of service E, under the current signal phasing. The calculated delay for the southbound through/right-turn movement and the southbound leg will increase by greater than 2 percent. This indicates that the southbound right-turn lane should be built, even though this project contributes no traffic to that right-turn movement. The southbound right-turn lane will be constructed in a temporary fashion, since this intersection will need to be built to Fort Collins standards when all four quadrants are developed. The eastbound left-turn movement operates acceptably. The LDS Temple development contributes no traffic to the eastbound left-turn movement. This lane will need to be lengthened when the overall intersection is improved. Table 6 shows the long range (2030) Friday and Saturday peak hour operation at the key intersections with full development of the LDS Temple. Calculation forms are provided in Appendix F. The analysis indicated that the key intersections will operate at acceptable levels of service during the Friday and Saturday peak hours. Street Classification Figure 12 shows the long range (2030) total daily traffic. The daily traffic was calculated by multiplying the average of the peak hour traffic by ten. Based upon the Fort Collins Street Standards, Table 7-1 in LCUASS, a four-lane arterial has a volume capacity of 15,000-35,000 vehicles per day, a two-lane arterial has a volume capacity of 3,500-15,000 vehicles per day, a major collector has a volume capacity of 3,500-5,000 vehicles per day, and a minor collector has a volume capacity of 2,500-3,500 vehicles per day. Based upon the long range (2030) daily traffic forecasts, Timberline Road is correctly classified as a four-lane arterial, north of Trilby Road. Timberline Road, south of Trilby Road, is classified as a two-lane arterial street. The long range (2030) daily traffic is just over the capacity of a two-lane arterial street. Timberline Road, south of Trilby Road, has two existing street intersections: Majestic Drive and Rock Castle Lane. South of Rock Castle Lane to Carpenter Road, Timberline Road traverses a wetland area. Development in this area is not likely. Therefore, it is recommended that the City of Fort Collins continue to classify Timberline Road, south of Trilby Road, as a two-lane arterial street. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 20 TABLE 4 Long Range (2030) Background Friday and Saturday Peak Hour Operation Intersection Movement Level of Service AM Fri PM Fri AM Sat EB LT D D D EB T C D C EB RT C C C EB APPROACH D D D WB LT D D D WB T/RT D D D WB APPROACH D D D NB LT B B A NB T C C B NB RT B B A NB APPROACH B B B SB LT B B A SB T B C B SB RT B B B SB APPROACH B B B Timberline/Trilby (signal) OVERALL C C C EB LT/T/RT D D C WB LT/T/RT C C B NB LT A B A Timberline/Majestic (stop sign) SB LT A A A Trilby/LDS Church SB LT/RT A B A (stop sign) EB LT/T A A A Trilby/Carmichael SB LT/RT A A A (stop sign) EB LT/T A A A Trilby/Majestic NB LT/RT B B B (stop sign) WB LT/T A A A DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 21 TABLE 5 Short Range (2016) Total Friday and Saturday Peak Hour Operation Intersection Movement Level of Service AM Fri PM Fri AM Sat EB LT D D D EB T C C C EB RT C C C EB APPROACH D D D WB LT C C C WB T/RT C C C WB APPROACH C C C NB LT A B A NB T/RT B B A NB APPROACH B B A SB LT B B A SB T B B A SB RT B B A SB APPROACH B B A Timberline/Trilby (signal) with a southbound right-turn lane OVERALL C C B EB LT D D D EB T C C C EB RT C C C EB APPROACH D D D WB LT C C C WB T/RT C C C WB APPROACH C C C NB LT B C A NB T/RT B B A NB APPROACH B B A SB LT B B A SB T/RT C E B SB APPROACH C E B Timberline/Trilby (signal) without a southbound right-turn lane OVERALL C D B EB LT/T/RT C D C WB LT/T/RT C D B NB LT/T/RT A B A Timberline/Majestic (stop sign) SB LT A A A Trilby/LDS Church SB LT/RT A A A (stop sign) EB LT/T A A A Trilby/Carmichael SB LT/RT A A A (stop sign) EB LT/T A A A Trilby/Majestic NB LT/RT A A A (stop sign) WB LT/T A A A DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 22 TABLE 6 Long Range (2030) Total Friday and Saturday Peak Hour Operation Intersection Movement Level of Service AM Fri PM Fri AM Sat EB LT D D D EB T C D C EB RT C C C EB APPROACH D D D WB LT D D D WB T/RT D D D WB APPROACH D D D NB LT B B A NB T C C B NB RT B B B NB APPROACH C C B SB LT B B A SB T C C B SB RT B B B SB APPROACH B C B Timberline/Trilby (signal) OVERALL C C C EB LT/T/RT D D C WB LT/T/RT D D C NB LT A B A Timberline/Majestic (stop sign) SB LT A A A Trilby/LDS Church SB LT/RT B B B (stop sign) EB LT/T A A A Trilby/Carmichael SB LT/RT A B A (stop sign) EB LT/T A A A Trilby/Majestic NB LT/RT B B B (stop sign) WB LT/T A A A DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 23 LONG RANGE (2030) TOTAL DAILY TRAFFIC Figure 12 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 24 Majestic Timberline LDS Mtg House Carmichael Trilby Majestic Rounded to Nearest 5 Vehicles 11,075 5,725 15,150 18,400 4,825 15,000 Based upon the long range (2030) daily traffic forecasts, Trilby Road may have volumes less than the capacity of a four-lane arterial street, west of Timberline Road. Traffic volumes should be monitored to determine whether this segment of Trilby Road could be classified as a two-lane arterial street. Trilby Road, east of Timberline Road, is classified as a major collector street. Based upon the long range (2030) daily traffic forecasts, this section of Trilby Road has volumes that are just over the capacity of a major collector street. It is expected that these volumes will dissipate further to the east. It is recommended that Trilby Road be classified as a collector street, east of Timberline Road. Geometry The short range (2016) geometry is shown in Figure 13. The desirable storage lane lengths are also shown on Figure 13. The storage lengths were obtained by using the average volume from the three peak hours and using the criteria from Chapter 8 in LCUASS. The deceleration component on right-turn and left-turn lanes are a function of the design speed of the street. In Fort Collins, the full deceleration length is not included at many intersections. Inclusion of the deceleration should be decided by the City. In the short range future, the geometry is the same as the current geometry at the Trilby/LDS Church, and Trilby/Carmichael intersections. At the Timberline/Trilby intersection, a southbound right-turn lane is required. This lane is required with the existing traffic volumes. The LDS Temple does not contribute any traffic to this movement. Based upon the operational analyses and conversations with City staff, the southbound right-turn lane is not required at this time. At the Timberline/Trilby intersection, an eastbound right-turn lane is required. This right-turn lane is required with the background traffic. It is important to note that, at the Timberline/Trilby intersection, the calculated 95th percentile queue length for the various left-turn movements is significantly less than that required by LCUASS. Left-turn lanes currently exist on all legs of this intersection. At the Timberline/Majestic intersection, the northbound and southbound left-turn lanes are required. Left-turn lanes are required on all arterial streets regardless of the traffic volumes. Since there is an existing street (Rock Castle Lane) approximately 520 feet (on-centers) south of Majestic Drive, the northbound left-turn lane approaching Majestic Drive should be striped as a two-way continuous left-turn (TWCLT) lane between Majestic Drive and Rock Castle Lane. The TWCLT lane will also serve Rock Castle Lane. The long range (2030) geometry is shown in Figure 14. The desirable storage lane lengths are also shown on Figure 14. The storage lengths were obtained by using the average volume from the three peak hours and using the criteria from Chapter 8 in LCUASS. The deceleration component on right-turn and left-turn lanes are a function of the design speed of the street. In Fort Collins, the full deceleration length is not included at many intersections. Inclusion of the deceleration should be decided by the City. At the Timberline/Trilby intersection, a northbound right-turn lane will be required. This lane is required with the background traffic and is primarily due to the extension of Trilby Road to Ziegler Road. This northbound right-turn lane is not required in the short DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 25 SHORT RANGE (2016) GEOMETRY Figure 13 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 26 Majestic Timberline LDS Mtg House Carmichael Trilby Majestic - Denotes Lane Exists Exists Exists Exists Exists 50' TWCLT Lane LONG RANGE (2030) GEOMETRY Figure 14 DELICH ASSOCIATES The LDS Temple TIS, August 2012 Page 27 Majestic Timberline LDS Mtg House Carmichael Trilby Majestic - Denotes Lane Exists 420' 50' 150' 170' 50' TWCLT Lane range future. However, this lane will be built initially in order to “finish” the parcel development plan. As was mentioned with the short range (2016) geometry, the calculated 95th percentile queue length for the various left-turn movements at the Timberline/Trilby intersection is significantly less than that required by LCUASS. A TWCLT lane should be striped between Majestic Drive and Rock Castle Lane. In both the short range (2016) and long range (2030) future conditions, the distance between Trilby Road and Majestic Drive is not sufficient to provide full deceleration and storage lengths for the northbound left-turn lane approaching Trilby Road and the southbound left-turn lane approaching Majestic Drive at the design speed of 50 mph. The available distance is approximately 760 feet. Using the long range (2030) traffic forecasts, the required desirable distance is 870 feet, with a coincidental bay taper. It is recommended that the northbound left-turn lane be 330 feet long and the southbound left-turn lane be 200 feet long with a coincidental 200 foot bay taper for each lane. Pedestrian Level of Service Appendix G shows a map of the area that is within 1320 feet of the LDS Temple. The LDS Temple site is located within an area termed as “other,” which sets the level of service threshold at LOS C for all measured factors. There are two destination areas within 1320 feet of the proposed LDS Temple: 1) the adjacent residential neighborhoods and 2) the residential neighborhood to the west. Sidewalks exist adjacent to the Westchase Residential Neighborhood. It is assumed that sidewalks will be completed as properties develop. Appendix G contains a Pedestrian LOS Worksheet. Bicycle Level of Service Based upon Fort Collins bicycle LOS criteria, there are no destination areas within 1320 feet of the LDS Temple. A bicycle LOS worksheet is provided in Appendix G. The bicycle level of service is acceptable. Transit Level of Service Currently, there is no Transfort service in this area of Fort Collins. The Fort Collins Transit Strategic Plan shows that Timberline Road and Trilby Road will have feeder transit service in the future. Transit future level of service will be acceptable. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 28 IV. CONCLUSIONS/RECOMMENDATIONS This study assessed the impacts of the LDS Temple development on the short range (2016) and long range (2030) street system in the vicinity of the proposed development. The LDS Temple is a “church services” development located in the southeast quadrant of the Timberline/Trilby intersection in Fort Collins. As a result of this analysis, the following is concluded: • The development of the LDS Temple is feasible from a traffic engineering standpoint. At full development, the LDS Temple will generate approximately 696 weekday trip ends, 130 weekday morning peak hour trip ends, and 130 weekday afternoon peak hour trip ends. On Saturday, the LDS Temple will generate approximately 696 Saturday trip ends and 140 Saturday morning peak hour trip ends. • Current operation at the key intersections is acceptable. With the existing traffic volumes, a right-turn lane is required on the southbound leg of the Timberline/Trilby intersection. • In the short range (2016) future, given development of the LDS Temple and an increase in background traffic, the key intersections operate acceptably during the Friday morning and Saturday morning peak hours. In the Friday afternoon peak hour, the southbound through/right-turn movement and the southbound leg will operate at level of service E • In the long range (2030) future, given development of the LDS Temple, the key intersections operate acceptably during the Friday and Saturday peak hours. • Timberline Road, south of Trilby Road, is classified as a two-lane arterial street, but is forecasted to be just over the capacity of a two-lane arterial street in the long range (2030) future. It is recommended that the City of Fort Collins continue to classify this section of Timberline Road as a two-lane arterial street. Based upon the long range (2030) daily traffic forecasts, Trilby Road, east of Timberline Road, has volumes that are just over the capacity of a major collector street. It is expected that these volumes will dissipate further to the east. It is recommended that this section of Trilby Road continue to be classified as a collector street. • In the short range (2016) future at the Timberline/Trilby intersection, a southbound right-turn lane is required with the existing traffic volumes. The LDS Temple does not contribute any traffic to this movement. In the Friday afternoon peak hour, the southbound through/right-turn movement and the southbound leg will operate at level of service E, under the current signal phasing. The calculated delay for the southbound through/right-turn movement and the southbound leg will increase by greater than 2 percent. This indicates that the southbound right-turn lane should be built, even though this project contributes no traffic to that right-turn movement. The southbound right-turn lane will be DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 29 constructed in a temporary fashion, since this intersection will need to built to Fort Collins standards when all four quadrants are developed. The eastbound left-turn movement operates acceptably. The LDS Temple development contributes no traffic to the eastbound left-turn movement. This lane will need to be lengthened when the overall intersection is improved. At the Timberline/Trilby intersection, an eastbound right-turn lane is required with the background traffic. At the Timberline/Majestic intersection, the northbound and southbound left-turn lanes are required on all arterial streets regardless of the traffic volumes. The short range (2016) geometry is shown in Figure 13. In the long range (2030) future at the Timberline/Trilby intersection, a northbound right- turn lane will be required. This lane is required with the background traffic and is primarily due to the extension of Trilby Road to Ziegler Road. The calculated 95th percentile queue length for the various left-turn movements at the Timberline/Trilby intersection is significantly less than that required by LCUASS. The long range (2030) geometry is shown in Figure 14. • Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi-modal transportation guidelines. DELICH The LDS Temple TIS, August 2012 ASSOCIATES Page 30 APPENDIX A MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 9-23-11/9-24-1 Observer: Michael Day: Fri/Sat City: Fort Collins R = right turn Intersection: Timberline/Trilby S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Trilby Westbound: Trilby Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 7 110 1 118 1 75 54 130 248 79 3 7 89 7 12 1 20 109 357 7:45 4 119 0 123 2 104 76 182 305 74 3 10 87 13 8 2 23 110 415 8:00 10 93 2 105 1 77 45 123 228 55 2 9 66 9 5 3 17 83 311 8:15 8 113 2 123 3 73 48 124 247 68 2 7 77 3 7 1 11 88 335 7:30-8:30 29 435 5 469 7 329 223 559 1028 276 10 33 319 32 32 7 71 390 1418 PHF 0.95 0.77 0.9 0.77 4:30 11 114 6 131 2 152 94 248 379 55 10 13 78 4 3 2 9 87 466 4:45 15 128 10 153 5 142 95 242 395 73 11 15 99 2 6 5 13 112 507 5:00 10 125 4 139 2 136 95 233 372 72 14 12 98 4 5 6 15 113 485 5:15 12 129 6 147 3 137 91 231 378 76 11 8 95 1 5 3 9 104 482 4:30-5:30 48 496 26 570 12 567 375 954 1524 276 46 48 370 11 19 16 46 416 1940 PHF 0.93 0.96 0.93 0.77 9:30 9 36 3 48 0 53 41 94 142 39 3 16 58 3 5 4 12 70 212 9:45 5 60 1 66 2 55 40 97 163 44 4 11 59 4 3 2 9 68 231 10:00 3 45 0 48 1 54 44 99 147 47 6 13 66 2 8 3 13 79 226 10:15 4 46 3 53 1 58 34 93 146 32 3 9 44 3 1 1 5 49 195 10:30 11 54 5 70 0 46 39 85 155 38 7 13 58 8 4 0 12 70 225 10:45 11 51 1 63 2 67 49 118 181 47 7 14 68 2 2 0 4 72 253 1 10:00-11:00 29 196 9 234 4 225 166 395 629 164 23 49 236 15 15 4 34 270 899 PHF 0.84 0.84 0.87 0.65 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 9-23-11/9-24-1 Observer: Matt Day: Fri/Sat City: Fort Collins R = right turn Intersection: Timberline/Majestic S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Majestic Westbound: Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 0 112 112 94 1 95 207 3 1 4 0 4 211 7:45 1 127 128 123 1 124 252 1 1 2 0 2 254 8:00 2 95 97 89 0 89 186 2 1 3 0 3 189 8:15 1 116 117 88 0 88 205 0 1 1 0 1 206 7:30-8:30 4 450 0 454 0 394 2 396 850 6 0 4 10 0 0 0 0 10 860 PHF 0.89 0.8 0.63 n/a 4:30 1 135 136 162 5 167 303 1 0 1 0 1 304 4:45 0 153 153 161 4 165 318 1 1 2 0 2 320 5:00 1 140 141 145 3 148 289 2 1 3 0 3 292 5:15 0 146 146 145 3 148 294 1 0 1 0 1 295 4:30-5:30 2 574 0 576 0 613 15 628 1204 5 0 2 7 0 0 0 0 7 1211 PHF 0.94 0.94 0.58 n/a 9:30 0 40 40 65 1 66 106 3 0 3 0 3 109 9:45 0 64 64 81 0 81 145 2 0 2 0 2 147 10:00 2 50 52 68 2 70 122 2 1 3 0 3 125 10:15 0 45 45 71 1 72 117 1 1 2 0 2 119 10:30 0 61 61 79 4 83 144 2 1 3 0 3 147 10:45 1 63 64 75 1 76 140 2 0 2 0 2 142 1 10:00-11:00 3 219 0 222 0 293 8 301 523 7 0 3 10 0 0 0 0 10 533 PHF 0.87 0.91 0.83 n/a MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 9-23-11/9-24-1 Observer: Sue Day: Fri/Sat City: Fort Collins R = right turn Intersection: Trilby/LDS Meeting House S = straight L = left turn Time Northbound: Southbound: LDS Total Eastbound: Trilby Westbound: Trilby Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 0 0 0 0 0 0 5 5 20 0 20 25 25 7:45 0 0 0 0 0 0 5 5 23 0 23 28 28 8:00 0 0 6 6 6 0 5 5 11 0 11 16 22 8:15 0 0 1 1 1 0 6 6 10 0 10 16 17 7:30-8:30 0 0 0 0 0 0 7 7 7 0 21 0 21 0 64 0 64 85 92 PHF n/a 0.29 0.88 0.7 4:30 0 0 0 0 0 0 18 18 9 0 9 27 27 4:45 0 0 0 0 0 4 22 26 13 0 13 39 39 5:00 0 0 0 0 0 1 19 20 15 0 15 35 35 5:15 0 0 1 1 1 1 19 20 8 0 8 28 29 4:30-5:30 0 0 0 0 0 0 1 1 1 6 78 0 84 0 45 0 45 129 130 PHF n/a 0.25 0.81 0.75 9:30 0 0 3 3 3 1 3 4 6 0 6 10 13 9:45 0 0 1 1 1 0 9 9 10 0 10 19 20 10:00 0 0 0 0 0 0 4 4 10 0 10 14 14 10:15 0 0 1 1 1 1 7 8 7 0 7 15 16 10:30 0 0 1 1 1 1 12 13 11 0 11 24 25 10:45 0 0 0 0 0 0 9 9 4 0 4 13 13 1 10:00-11:00 0 0 0 0 0 0 2 2 2 2 32 0 34 0 32 0 32 66 68 PHF n/a 0.5 0.65 0.73 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 9-23-11/9-24-1 Observer: Sue Day: Fri/Sat City: Fort Collins R = right turn Intersection: Trilby/Carmichael S = straight L = left turn Time Northbound: Southbound: Carmichael Total Eastbound: Trilby Westbound: Trilby Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 0 0 10 10 10 2 3 5 10 0 10 15 25 7:45 0 0 10 10 10 1 4 5 13 0 13 18 28 8:00 0 0 6 6 6 2 3 5 5 0 5 10 16 8:15 0 0 7 7 7 4 2 6 3 0 3 9 16 7:30-8:30 0 0 0 0 0 0 33 33 33 9 12 0 21 0 31 0 31 52 85 PHF n/a 0.83 0.88 0.6 4:30 0 0 3 3 3 7 11 18 6 0 6 24 27 4:45 0 0 4 4 4 6 16 22 9 0 9 31 35 5:00 0 0 12 12 12 6 13 19 3 0 3 22 34 5:15 0 0 4 4 4 4 15 19 4 0 4 23 27 4:30-5:30 0 0 0 0 0 0 23 23 23 23 55 0 78 0 22 0 22 100 123 PHF n/a 0.48 0.89 0.61 9:30 0 0 1 1 1 2 1 3 5 2 7 10 11 9:45 0 0 4 4 4 2 7 9 6 0 6 15 19 10:00 0 0 5 5 5 1 3 4 5 0 5 9 14 10:15 0 0 3 3 3 1 6 7 3 0 3 10 13 10:30 0 1 6 7 7 2 10 12 5 2 7 19 26 10:45 0 0 1 1 1 1 8 9 3 0 3 12 13 1 10:00-11:00 0 0 0 0 1 0 15 16 16 5 27 0 32 0 16 2 18 50 66 PHF n/a 0.57 0.67 0.64 APPENDIX B HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Recent AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.88 1.00 0.97 1.00 1.00 1.00 0.94 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1647 1770 1814 1770 1860 1770 1750 Flt Permitted 0.73 1.00 0.73 1.00 0.26 1.00 0.42 1.00 Satd. Flow (perm) 1354 1647 1352 1814 491 1860 782 1750 Volume (vph) 276 10 33 32 32 7 29 435 5 7 329 223 Peak-hour factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 0.95 0.95 0.95 0.85 0.85 0.85 Adj. Flow (vph) 307 11 37 38 38 8 31 458 5 8 387 262 RTOR Reduction (vph) 0 27 00600000190 Lane Group Flow (vph) 307 21 0 38 40 0 31 463 0 8 630 0 Turn Type Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4826 Actuated Green, G (s) 25.9 25.9 25.9 25.9 59.1 56.9 56.1 55.4 Effective Green, g (s) 27.9 27.9 27.9 27.9 62.1 58.9 59.1 57.4 Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.62 0.59 0.59 0.57 Clearance Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 376 457 375 504 344 1090 477 1000 v/s Ratio Prot 0.01 0.02 c0.00 0.25 0.00 c0.36 v/s Ratio Perm c0.23 0.03 0.05 0.01 v/c Ratio 0.82 0.05 0.10 0.08 0.09 0.42 0.02 0.63 Uniform Delay, d1 33.9 26.6 27.0 26.8 9.9 11.5 9.0 14.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.8 0.0 0.1 0.1 0.1 1.2 0.0 3.0 Delay (s) 46.7 26.6 27.1 26.9 10.0 12.7 9.0 17.5 Level of Service D C C C B B A B Approach Delay (s) 44.0 27.0 12.5 17.3 Approach LOS D C B B Intersection Summary HCM Average Control Delay 22.3 HCM Level of Service C HCM Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 100.5 Sum of lost time (s) 12.0 Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Recent AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 22 23 9 22 23 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 5 5 5 5 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 50 93 4 50 93 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 41 84 105 41 84 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 60 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Recent AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 307 48 38 46 31 463 8 649 v/c Ratio 0.79 0.10 0.10 0.09 0.10 0.41 0.02 0.63 Control Delay 46.2 10.9 25.2 21.4 10.0 13.3 10.9 19.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.2 10.9 25.2 21.4 10.0 13.3 10.9 19.0 Queue Length 50th (ft) 179 5 18 18 7 135 2 269 Queue Length 95th (ft) 280 31 39 41 22 306 9 433 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 494 624 493 666 296 1136 424 1026 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.62 0.08 0.08 0.07 0.10 0.41 0.02 0.63 Intersection Summary HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Recent PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.92 1.00 0.93 1.00 0.99 1.00 0.94 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1719 1770 1733 1770 1849 1770 1751 Flt Permitted 0.73 1.00 0.67 1.00 0.06 1.00 0.36 1.00 Satd. Flow (perm) 1360 1719 1252 1733 120 1849 674 1751 Volume (vph) 276 46 48 11 19 16 48 496 26 12 567 375 Peak-hour factor, PHF 0.93 0.93 0.93 0.85 0.85 0.85 0.93 0.93 0.93 0.96 0.96 0.96 Adj. Flow (vph) 297 49 52 13 22 19 52 533 28 12 591 391 RTOR Reduction (vph) 0 36 0 0 14 00100160 Lane Group Flow (vph) 297 65 0 13 27 0 52 560 0 12 966 0 Turn Type Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4826 Actuated Green, G (s) 27.6 27.6 27.6 27.6 68.6 65.5 63.8 63.1 Effective Green, g (s) 29.6 29.6 29.6 29.6 71.6 67.5 66.8 65.1 Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.65 0.61 0.60 0.59 Clearance Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 363 459 334 463 139 1126 423 1029 v/s Ratio Prot 0.04 0.02 c0.01 0.30 0.00 c0.55 v/s Ratio Perm c0.22 0.01 0.23 0.02 v/c Ratio 0.82 0.14 0.04 0.06 0.37 0.50 0.03 0.94 Uniform Delay, d1 38.1 30.9 30.1 30.2 21.2 12.1 9.6 21.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 13.4 0.1 0.0 0.1 1.7 1.6 0.0 16.6 Delay (s) 51.4 31.1 30.1 30.3 22.9 13.7 9.6 37.6 Level of Service D C C C C B A D Approach Delay (s) 46.3 30.2 14.5 37.3 Approach LOS D C B D Intersection Summary HCM Average Control Delay 32.1 HCM Level of Service C HCM Volume to Capacity ratio 0.92 Actuated Cycle Length (s) 110.8 Sum of lost time (s) 16.0 Intersection Capacity Utilization 81.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Recent PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 65 46 9 65 46 Maximum Split (%) 7.5% 54.2% 38.3% 7.5% 54.2% 38.3% Minimum Split (s) 9 22 23 9 22 23 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 5 5 5 5 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 0 9 74 End Time (s) 9 74 0 9 74 0 Yield/Force Off (s) 4 68 114 4 68 114 Yield/Force Off 170(s) 4 57 103 4 57 103 Local Start Time (s) 111 0 65 111 0 65 Local Yield (s) 115 59 105 115 59 105 Local Yield 170(s) 115 48 94 115 48 94 Intersection Summary Cycle Length 120 Control Type Semi Act-Uncoord Natural Cycle 90 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Recent PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 297 101 13 41 52 561 12 982 v/c Ratio 0.79 0.20 0.04 0.08 0.34 0.48 0.03 0.95 Control Delay 50.9 16.7 27.1 17.5 15.0 14.3 10.9 41.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 50.9 16.7 27.1 17.5 15.0 14.3 10.9 41.4 Queue Length 50th (ft) 190 27 7 11 12 181 3 615 Queue Length 95th (ft) 291 67 20 34 34 410 12 #1091 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 482 641 450 626 153 1171 361 1036 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.62 0.16 0.03 0.07 0.34 0.48 0.03 0.95 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Recent Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.90 1.00 0.97 1.00 0.99 1.00 0.94 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1672 1770 1802 1770 1850 1770 1744 Flt Permitted 0.74 1.00 0.70 1.00 0.42 1.00 0.61 1.00 Satd. Flow (perm) 1383 1672 1311 1802 786 1850 1133 1744 Volume (vph) 164 23 49 15 15 4 29 196 9 4 225 166 Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 189 26 56 18 18 5 34 231 11 5 265 195 RTOR Reduction (vph) 0 45 00400100170 Lane Group Flow (vph) 189 37 0 18 19 0 34 241 0 5 443 0 Turn Type Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4826 Actuated Green, G (s) 17.2 17.2 17.2 17.2 61.8 59.5 58.6 57.9 Effective Green, g (s) 19.2 19.2 19.2 19.2 64.8 61.5 61.6 59.9 Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.69 0.65 0.65 0.63 Clearance Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 281 340 267 367 574 1205 751 1107 v/s Ratio Prot 0.02 0.01 c0.00 0.13 0.00 c0.25 v/s Ratio Perm c0.14 0.01 0.04 0.00 v/c Ratio 0.67 0.11 0.07 0.05 0.06 0.20 0.01 0.40 Uniform Delay, d1 34.7 30.6 30.4 30.3 5.2 6.6 5.7 8.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.2 0.1 0.1 0.1 0.0 0.4 0.0 1.1 Delay (s) 40.9 30.8 30.5 30.3 5.3 7.0 5.7 9.5 Level of Service D C C C A A A A Approach Delay (s) 37.8 30.4 6.8 9.5 Approach LOS D C A A Intersection Summary HCM Average Control Delay 16.9 HCM Level of Service B HCM Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 94.4 Sum of lost time (s) 16.0 Intersection Capacity Utilization 46.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Recent Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 22 23 9 22 23 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 5 5 5 5 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 50 93 4 50 93 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 41 84 105 41 84 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 55 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Recent Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 189 82 18 23 34 242 5 460 v/c Ratio 0.64 0.20 0.06 0.06 0.07 0.19 0.01 0.41 Control Delay 41.6 13.2 27.5 23.0 6.1 7.3 7.0 10.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.6 13.2 27.5 23.0 6.1 7.3 7.0 10.1 Queue Length 50th (ft) 99 12 8 8 5 41 1 116 Queue Length 95th (ft) 161 45 24 26 17 111 5 209 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 491 630 466 644 500 1259 681 1135 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.38 0.13 0.04 0.04 0.07 0.19 0.01 0.41 Intersection Summary HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Recent AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 6 4 4 463 392 2 Peak Hour Factor 0.85 0.85 0.89 0.89 0.85 0.85 Hourly flow rate (vph) 7 5 4 520 461 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 820 pX, platoon unblocked 0.92 0.92 0.92 vC, conflicting volume 990 461 464 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 990 417 419 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 97 99 100 cM capacity (veh/h) 251 587 1053 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 12 525 461 2 Volume Left 7400 Volume Right 5002 cSH 326 1053 1700 1700 Volume to Capacity 0.04 0.00 0.27 0.00 Queue Length 95th (ft) 3000 Control Delay (s) 16.5 0.1 0.0 0.0 Lane LOS C A Approach Delay (s) 16.5 0.1 0.0 Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 37.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Recent PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 5 2 2 565 611 15 Peak Hour Factor 0.85 0.85 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 6 2 2 601 650 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 820 pX, platoon unblocked 0.65 0.65 0.65 vC, conflicting volume 1255 650 666 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1395 459 483 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 94 99 100 cM capacity (veh/h) 100 389 698 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 8 603 650 16 Volume Left 6200 Volume Right 2 0 0 16 cSH 127 698 1700 1700 Volume to Capacity 0.06 0.00 0.38 0.01 Queue Length 95th (ft) 5000 Control Delay (s) 35.2 0.1 0.0 0.0 Lane LOS E A Approach Delay (s) 35.2 0.1 0.0 Approach LOS E Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Recent Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 7 3 3 227 281 8 Peak Hour Factor 0.85 0.85 0.87 0.87 0.91 0.91 Hourly flow rate (vph) 8 4 3 261 309 9 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 820 pX, platoon unblocked vC, conflicting volume 577 309 318 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 577 309 318 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 98 100 100 cM capacity (veh/h) 477 731 1242 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 12 264 309 9 Volume Left 8300 Volume Right 4009 cSH 533 1242 1700 1700 Volume to Capacity 0.02 0.00 0.18 0.01 Queue Length 95th (ft) 2000 Control Delay (s) 11.9 0.1 0.0 0.0 Lane LOS B A Approach Delay (s) 11.9 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 24.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Recent AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 0 22 64 0 0 7 Peak Hour Factor 0.88 0.88 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 25 75 0 0 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 75 100 75 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 75 100 75 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1524 898 986 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 25 75 8 Volume Left 0 0 0 Volume Right 0 0 8 cSH 1524 1700 986 Volume to Capacity 0.00 0.04 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 8.7 Lane LOS A Approach Delay (s) 0.0 0.0 8.7 Approach LOS A Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 13.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Recent PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 6 78 45 0 0 1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 7 92 53 0 0 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 53 159 53 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 53 159 53 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1553 828 1015 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 99 53 1 Volume Left 7 0 0 Volume Right 0 0 1 cSH 1553 1700 1015 Volume to Capacity 0.00 0.03 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.6 0.0 8.6 Lane LOS A A Approach Delay (s) 0.6 0.0 8.6 Approach LOS A Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 19.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Recent Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 2 34 32 0 0 2 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 2 40 38 0 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 38 82 38 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 38 82 38 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1573 918 1034 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 42 38 2 Volume Left 2 0 0 Volume Right 0 0 2 cSH 1573 1700 1034 Volume to Capacity 0.00 0.02 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.4 0.0 8.5 Lane LOS A A Approach Delay (s) 0.4 0.0 8.5 Approach LOS A Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 13.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Recent AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 9 13 31 0 0 33 Peak Hour Factor 0.85 0.85 0.88 0.88 0.85 0.85 Hourly flow rate (vph) 11 15 35 0 0 39 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 35 72 35 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 35 72 35 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 96 cM capacity (veh/h) 1576 926 1038 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 26 35 39 Volume Left 11 0 0 Volume Right 0 0 39 cSH 1576 1700 1038 Volume to Capacity 0.01 0.02 0.04 Queue Length 95th (ft) 1 0 3 Control Delay (s) 3.0 0.0 8.6 Lane LOS A A Approach Delay (s) 3.0 0.0 8.6 Approach LOS A Intersection Summary Average Delay 4.1 Intersection Capacity Utilization 17.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Recent PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 23 55 22 0 0 23 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 27 65 26 0 0 27 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 26 145 26 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 26 145 26 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 97 cM capacity (veh/h) 1588 833 1050 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 92 26 27 Volume Left 27 0 0 Volume Right 0 0 27 cSH 1588 1700 1050 Volume to Capacity 0.02 0.02 0.03 Queue Length 95th (ft) 1 0 2 Control Delay (s) 2.2 0.0 8.5 Lane LOS A A Approach Delay (s) 2.2 0.0 8.5 Approach LOS A Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 20.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Recent Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 29 17 2 1 15 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 34 20 2 1 18 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 22 67 21 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 22 67 21 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 98 cM capacity (veh/h) 1593 935 1056 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 40 22 19 Volume Left 6 0 1 Volume Right 0 2 18 cSH 1593 1700 1048 Volume to Capacity 0.00 0.01 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 1.1 0.0 8.5 Lane LOS A A Approach Delay (s) 1.1 0.0 8.5 Approach LOS A Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 15.8% ICU Level of Service A Analysis Period (min) 15 UNSIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 15 C > 15 and < 25 D > 25 and < 35 E > 35 and < 50 F > 50 SIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 20 C > 20 and < 35 D > 35 and < 55 E > 55 and < 80 F > 80 Table 4-3 Fort Collins (City Limits) Motor Vehicle LOS Standards (Intersections) Land Use (from structure plan) Other corridors within: Intersection type Commercial corridors Mixed use districts Low density mixed use residential All other areas Signalized intersections (overall) DE*DD Any Leg EEDE Any Movement EEDE Stop sign control (arterial/collector or local— any approach leg) N/A F** F** E Stop sign control (collector/local—any approach leg) N/A C C C * mitigating measures required ** considered normal in an urban environment APPENDIX C HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.97 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1814 1770 1860 1770 1863 1583 Flt Permitted 0.73 1.00 1.00 0.75 1.00 0.41 1.00 0.38 1.00 1.00 Satd. Flow (perm) 1354 1863 1583 1398 1814 768 1860 704 1863 1583 Volume (vph) 305 10 36 32 32 7 32 480 5 7 363 246 Peak-hour factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 0.95 0.95 0.95 0.85 0.85 0.85 Adj. Flow (vph) 339 11 40 38 38 8 34 505 5 8 427 289 RTOR Reduction (vph) 0 0 28 06000000 128 Lane Group Flow (vph) 339 11 12 38 40 0 34 510 0 8 427 161 Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Actuated Green, G (s) 27.9 27.9 27.9 27.9 27.9 58.7 56.5 55.7 55.0 55.0 Effective Green, g (s) 29.9 29.9 29.9 29.9 29.9 61.7 58.5 58.7 57.0 57.0 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.29 0.60 0.57 0.57 0.56 0.56 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 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) 397 546 464 409 531 496 1066 422 1040 884 v/s Ratio Prot 0.01 0.02 c0.00 c0.27 0.00 0.23 v/s Ratio Perm c0.25 0.01 0.03 0.04 0.01 0.10 v/c Ratio 0.85 0.02 0.03 0.09 0.08 0.07 0.48 0.02 0.41 0.18 Uniform Delay, d1 34.0 25.7 25.7 26.2 26.1 8.8 12.8 9.9 12.9 11.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.2 0.0 0.0 0.1 0.1 0.1 1.5 0.0 1.2 0.5 Delay (s) 50.2 25.7 25.7 26.3 26.2 8.9 14.4 10.0 14.1 11.5 Level of Service DCCCC AB ABB Approach Delay (s) 47.0 26.2 14.0 13.0 Approach LOS D C B B Intersection Summary HCM Average Control Delay 21.6 HCM Level of Service C HCM Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 102.1 Sum of lost time (s) 8.0 Intersection Capacity Utilization 56.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.93 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1733 1770 1850 1770 1863 1583 Flt Permitted 0.73 1.00 1.00 0.73 1.00 0.26 1.00 0.31 1.00 1.00 Satd. Flow (perm) 1360 1863 1583 1351 1733 483 1850 569 1863 1583 Volume (vph) 305 46 53 11 19 16 53 548 26 12 626 414 Peak-hour factor, PHF 0.93 0.93 0.93 0.85 0.85 0.85 0.93 0.93 0.93 0.96 0.96 0.96 Adj. Flow (vph) 328 49 57 13 22 19 57 589 28 12 652 431 RTOR Reduction (vph) 0 0 41 0 14 001000 185 Lane Group Flow (vph) 328 49 16 13 27 0 57 616 0 12 652 246 Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Actuated Green, G (s) 29.9 29.9 29.9 29.9 29.9 66.7 63.6 63.5 62.0 62.0 Effective Green, g (s) 31.9 31.9 31.9 31.9 31.9 69.7 65.6 66.5 64.0 64.0 Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.62 0.59 0.59 0.57 0.57 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 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) 387 531 451 385 494 348 1084 365 1065 905 v/s Ratio Prot 0.03 0.02 c0.01 0.33 0.00 c0.35 v/s Ratio Perm c0.24 0.01 0.01 0.10 0.02 0.16 v/c Ratio 0.85 0.09 0.04 0.03 0.06 0.16 0.57 0.03 0.61 0.27 Uniform Delay, d1 37.8 29.4 28.9 28.9 29.1 11.2 14.4 10.9 15.8 12.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.7 0.1 0.0 0.0 0.0 0.2 2.2 0.0 2.6 0.7 Delay (s) 53.4 29.5 29.0 29.0 29.1 11.5 16.6 10.9 18.4 12.9 Level of Service DCCCC BB BBB Approach Delay (s) 47.5 29.1 16.1 16.2 Approach LOS D C B B Intersection Summary HCM Average Control Delay 22.5 HCM Level of Service C HCM Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 112.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 69.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.97 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1802 1770 1851 1770 1863 1583 Flt Permitted 0.74 1.00 1.00 0.74 1.00 0.54 1.00 0.59 1.00 1.00 Satd. Flow (perm) 1383 1863 1583 1379 1802 1002 1851 1104 1863 1583 Volume (vph) 181 23 54 15 15 4 32 216 9 4 248 183 Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 208 26 62 18 18 5 38 254 11 5 292 215 RTOR Reduction (vph) 0 0 49 0400100081 Lane Group Flow (vph) 208 26 13 18 19 0 38 264 0 5 292 134 Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Actuated Green, G (s) 18.6 18.6 18.6 18.6 18.6 61.4 59.1 58.2 57.5 57.5 Effective Green, g (s) 20.6 20.6 20.6 20.6 20.6 64.4 61.1 61.2 59.5 59.5 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.68 0.64 0.64 0.62 0.62 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 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) 299 402 342 298 389 703 1185 720 1162 987 v/s Ratio Prot 0.01 0.01 c0.00 0.14 0.00 c0.16 v/s Ratio Perm c0.15 0.01 0.01 0.03 0.00 0.08 v/c Ratio 0.70 0.06 0.04 0.06 0.05 0.05 0.22 0.01 0.25 0.14 Uniform Delay, d1 34.5 29.7 29.6 29.7 29.6 5.3 7.2 6.1 8.0 7.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.9 0.1 0.0 0.1 0.1 0.0 0.4 0.0 0.5 0.3 Delay (s) 41.4 29.8 29.6 29.8 29.7 5.3 7.6 6.2 8.5 7.7 Level of Service DCCCC AA AAA Approach Delay (s) 37.9 29.7 7.3 8.1 Approach LOS D C A A Intersection Summary HCM Average Control Delay 16.3 HCM Level of Service B HCM Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 95.4 Sum of lost time (s) 16.0 Intersection Capacity Utilization 43.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Bkgrd AM no southbound right-turn lane Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.97 1.00 1.00 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1814 1770 1860 1770 1750 Flt Permitted 0.73 1.00 1.00 0.75 1.00 0.21 1.00 0.38 1.00 Satd. Flow (perm) 1354 1863 1583 1398 1814 391 1860 704 1750 Volume (vph) 305 10 36 32 32 7 32 480 5 7 363 246 Peak-hour factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 0.95 0.95 0.95 0.85 0.85 0.85 Adj. Flow (vph) 339 11 40 38 38 8 34 505 5 8 427 289 RTOR Reduction (vph) 0 0 28 0600000190 Lane Group Flow (vph) 339 11 12 38 40 0 34 510 0 8 697 0 Turn Type Perm Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 27.9 27.9 27.9 27.9 27.9 58.7 56.5 55.7 55.0 Effective Green, g (s) 29.9 29.9 29.9 29.9 29.9 61.7 58.5 58.7 57.0 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.29 0.60 0.57 0.57 0.56 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 397 546 464 409 531 280 1066 422 977 v/s Ratio Prot 0.01 0.02 c0.00 0.27 0.00 c0.40 v/s Ratio Perm c0.25 0.01 0.03 0.07 0.01 v/c Ratio 0.85 0.02 0.03 0.09 0.08 0.12 0.48 0.02 0.71 Uniform Delay, d1 34.0 25.7 25.7 26.2 26.1 12.0 12.8 9.9 16.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.2 0.0 0.0 0.1 0.1 0.2 1.5 0.0 4.4 Delay (s) 50.2 25.7 25.7 26.3 26.2 12.2 14.4 10.0 21.0 Level of Service DCCCC BB AC Approach Delay (s) 47.0 26.2 14.2 20.9 Approach LOS D C B C Intersection Summary HCM Average Control Delay 24.9 HCM Level of Service C HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 102.1 Sum of lost time (s) 12.0 Intersection Capacity Utilization 64.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Bkgrd PM no southbound right-turn lane Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.93 1.00 0.99 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1733 1770 1850 1770 1752 Flt Permitted 0.73 1.00 1.00 0.73 1.00 0.06 1.00 0.31 1.00 Satd. Flow (perm) 1360 1863 1583 1351 1733 114 1850 569 1752 Volume (vph) 305 46 53 11 19 16 53 548 26 12 626 414 Peak-hour factor, PHF 0.93 0.93 0.93 0.85 0.85 0.85 0.93 0.93 0.93 0.96 0.96 0.96 Adj. Flow (vph) 328 49 57 13 22 19 57 589 28 12 652 431 RTOR Reduction (vph) 0 0 41 0 14 00100170 Lane Group Flow (vph) 328 49 16 13 27 0 57 616 0 12 1066 0 Turn Type Perm Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 29.9 29.9 29.9 29.9 29.9 66.7 63.6 63.5 62.0 Effective Green, g (s) 31.9 31.9 31.9 31.9 31.9 69.7 65.6 66.5 64.0 Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.62 0.59 0.59 0.57 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 387 531 451 385 494 132 1084 365 1001 v/s Ratio Prot 0.03 0.02 c0.02 0.33 0.00 c0.61 v/s Ratio Perm c0.24 0.01 0.01 0.25 0.02 v/c Ratio 0.85 0.09 0.04 0.03 0.06 0.43 0.57 0.03 1.06 Uniform Delay, d1 37.8 29.4 28.9 28.9 29.1 27.5 14.4 10.9 24.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.7 0.1 0.0 0.0 0.0 2.3 2.2 0.0 47.4 Delay (s) 53.4 29.5 29.0 29.0 29.1 29.7 16.6 10.9 71.4 Level of Service DCCCC CB BE Approach Delay (s) 47.5 29.1 17.7 70.7 Approach LOS D C B E Intersection Summary HCM Average Control Delay 49.4 HCM Level of Service D HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 112.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 88.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Bkgrd Saturday no southbuond right-turn lane Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.97 1.00 0.99 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1802 1770 1851 1770 1744 Flt Permitted 0.74 1.00 1.00 0.74 1.00 0.39 1.00 0.59 1.00 Satd. Flow (perm) 1383 1863 1583 1379 1802 719 1851 1104 1744 Volume (vph) 181 23 54 15 15 4 32 216 9 4 248 183 Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 208 26 62 18 18 5 38 254 11 5 292 215 RTOR Reduction (vph) 0 0 49 0400100180 Lane Group Flow (vph) 208 26 13 18 19 0 38 264 0 5 489 0 Turn Type Perm Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 18.6 18.6 18.6 18.6 18.6 61.4 59.1 58.2 57.5 Effective Green, g (s) 20.6 20.6 20.6 20.6 20.6 64.4 61.1 61.2 59.5 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.68 0.64 0.64 0.62 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 299 402 342 298 389 522 1185 720 1088 v/s Ratio Prot 0.01 0.01 c0.00 0.14 0.00 c0.28 v/s Ratio Perm c0.15 0.01 0.01 0.05 0.00 v/c Ratio 0.70 0.06 0.04 0.06 0.05 0.07 0.22 0.01 0.45 Uniform Delay, d1 34.5 29.7 29.6 29.7 29.6 5.9 7.2 6.1 9.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.9 0.1 0.0 0.1 0.1 0.1 0.4 0.0 1.3 Delay (s) 41.4 29.8 29.6 29.8 29.7 6.0 7.6 6.2 10.7 Level of Service DCCCC AA AB Approach Delay (s) 37.9 29.7 7.4 10.7 Approach LOS D C A B Intersection Summary HCM Average Control Delay 17.5 HCM Level of Service B HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 95.4 Sum of lost time (s) 16.0 Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Short Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 6 4 4 511 429 2 Peak Hour Factor 0.85 0.85 0.89 0.89 0.85 0.85 Hourly flow rate (vph) 7 5 4 574 505 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 820 pX, platoon unblocked 0.87 0.87 0.87 vC, conflicting volume 1088 505 507 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1101 429 432 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 97 99 100 cM capacity (veh/h) 202 543 978 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 12 579 505 2 Volume Left 7400 Volume Right 5002 cSH 270 978 1700 1700 Volume to Capacity 0.04 0.00 0.30 0.00 Queue Length 95th (ft) 3000 Control Delay (s) 18.9 0.1 0.0 0.0 Lane LOS C A Approach Delay (s) 18.9 0.1 0.0 Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 40.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Short Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 5 2 2 622 675 15 Peak Hour Factor 0.85 0.85 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 6 2 2 662 718 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 820 pX, platoon unblocked 0.75 0.75 0.75 vC, conflicting volume 1384 718 734 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1511 625 646 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 94 99 100 cM capacity (veh/h) 99 364 706 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 8 664 718 16 Volume Left 6200 Volume Right 2 0 0 16 cSH 125 706 1700 1700 Volume to Capacity 0.07 0.00 0.42 0.01 Queue Length 95th (ft) 5000 Control Delay (s) 35.8 0.1 0.0 0.0 Lane LOS E A Approach Delay (s) 35.8 0.1 0.0 Approach LOS E Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Short Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 7 3 3 250 309 8 Peak Hour Factor 0.85 0.85 0.87 0.87 0.91 0.91 Hourly flow rate (vph) 8 4 3 287 340 9 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 820 pX, platoon unblocked 0.97 0.97 0.97 vC, conflicting volume 634 340 348 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 621 317 326 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 98 99 100 cM capacity (veh/h) 435 700 1193 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 12 291 340 9 Volume Left 8300 Volume Right 4009 cSH 490 1193 1700 1700 Volume to Capacity 0.02 0.00 0.20 0.01 Queue Length 95th (ft) 2000 Control Delay (s) 12.5 0.1 0.0 0.0 Lane LOS B A Approach Delay (s) 12.5 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 26.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Short Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 0 22 64 0 0 7 Peak Hour Factor 0.88 0.88 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 25 75 0 0 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 75 100 75 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 75 100 75 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1524 898 986 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 25 75 8 Volume Left 0 0 0 Volume Right 0 0 8 cSH 1524 1700 986 Volume to Capacity 0.00 0.04 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 8.7 Lane LOS A Approach Delay (s) 0.0 0.0 8.7 Approach LOS A Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 13.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Short Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 6 78 45 0 0 1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 7 92 53 0 0 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 53 159 53 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 53 159 53 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1553 828 1015 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 99 53 1 Volume Left 7 0 0 Volume Right 0 0 1 cSH 1553 1700 1015 Volume to Capacity 0.00 0.03 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.6 0.0 8.6 Lane LOS A A Approach Delay (s) 0.6 0.0 8.6 Approach LOS A Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 19.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Short Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 2 34 32 0 0 2 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 2 40 38 0 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 38 82 38 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 38 82 38 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1573 918 1034 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 42 38 2 Volume Left 2 0 0 Volume Right 0 0 2 cSH 1573 1700 1034 Volume to Capacity 0.00 0.02 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.4 0.0 8.5 Lane LOS A A Approach Delay (s) 0.4 0.0 8.5 Approach LOS A Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 13.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Short Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 9 13 31 0 0 33 Peak Hour Factor 0.85 0.85 0.88 0.88 0.85 0.85 Hourly flow rate (vph) 11 15 35 0 0 39 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 35 72 35 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 35 72 35 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 96 cM capacity (veh/h) 1576 926 1038 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 26 35 39 Volume Left 11 0 0 Volume Right 0 0 39 cSH 1576 1700 1038 Volume to Capacity 0.01 0.02 0.04 Queue Length 95th (ft) 1 0 3 Control Delay (s) 3.0 0.0 8.6 Lane LOS A A Approach Delay (s) 3.0 0.0 8.6 Approach LOS A Intersection Summary Average Delay 4.1 Intersection Capacity Utilization 17.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Short Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 23 55 22 0 0 23 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 27 65 26 0 0 27 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 26 145 26 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 26 145 26 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 97 cM capacity (veh/h) 1588 833 1050 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 92 26 27 Volume Left 27 0 0 Volume Right 0 0 27 cSH 1588 1700 1050 Volume to Capacity 0.02 0.02 0.03 Queue Length 95th (ft) 1 0 2 Control Delay (s) 2.2 0.0 8.5 Lane LOS A A Approach Delay (s) 2.2 0.0 8.5 Approach LOS A Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 20.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Short Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 29 17 2 1 15 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 34 20 2 1 18 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 22 67 21 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 22 67 21 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 98 cM capacity (veh/h) 1593 935 1056 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 40 22 19 Volume Left 6 0 1 Volume Right 0 2 18 cSH 1593 1700 1048 Volume to Capacity 0.00 0.01 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 1.1 0.0 8.5 Lane LOS A A Approach Delay (s) 1.1 0.0 8.5 Approach LOS A Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 15.8% ICU Level of Service A Analysis Period (min) 15 APPENDIX D HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Long Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1838 1770 1863 1583 1770 1863 1583 Flt Permitted 0.34 1.00 1.00 0.64 1.00 0.32 1.00 1.00 0.26 1.00 1.00 Satd. Flow (perm) 642 1863 1583 1200 1838 591 1863 1583 479 1863 1583 Volume (vph) 300 170 60 95 155 15 50 620 65 10 495 240 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 316 179 63 100 163 16 53 653 68 11 521 253 RTOR Reduction (vph) 0 0 47 030003100 120 Lane Group Flow (vph) 316 179 16 100 176 0 53 653 37 11 521 133 Turn Type pm+pt Perm pm+pt pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 33.8 25.7 25.7 18.8 15.7 60.6 57.5 57.5 56.0 55.2 55.2 Effective Green, g (s) 35.8 27.7 27.7 21.8 17.7 63.6 59.5 59.5 59.0 57.2 57.2 Actuated g/C Ratio 0.33 0.25 0.25 0.20 0.16 0.58 0.55 0.55 0.54 0.52 0.52 Clearance Time (s) 5.0 6.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 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 3.0 Lane Grp Cap (vph) 356 473 402 261 298 389 1016 863 280 977 830 v/s Ratio Prot c0.11 0.10 0.01 0.10 c0.01 c0.35 0.00 0.28 v/s Ratio Perm c0.18 0.01 0.06 0.07 0.02 0.02 0.08 v/c Ratio 0.89 0.38 0.04 0.38 0.59 0.14 0.64 0.04 0.04 0.53 0.16 Uniform Delay, d1 31.7 33.6 30.7 37.1 42.3 11.6 17.4 11.5 13.8 17.1 13.5 Progression Factor 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 22.4 0.5 0.0 0.9 3.0 0.2 3.1 0.1 0.1 2.1 0.4 Delay (s) 54.1 34.1 30.7 38.0 45.3 11.8 20.5 11.6 13.9 19.2 13.9 Level of Service DCCDD BCBBBB Approach Delay (s) 45.0 42.7 19.1 17.4 Approach LOS D D B B Intersection Summary HCM Average Control Delay 27.3 HCM Level of Service C HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 109.1 Sum of lost time (s) 12.0 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Long Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1833 1770 1863 1583 1770 1863 1583 Flt Permitted 0.31 1.00 1.00 0.63 1.00 0.23 1.00 1.00 0.27 1.00 1.00 Satd. Flow (perm) 581 1863 1583 1172 1833 428 1863 1583 506 1863 1583 Volume (vph) 250 195 70 80 170 20 110 615 65 15 625 375 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 263 205 74 84 179 21 116 647 68 16 658 395 RTOR Reduction (vph) 0 0 56 030003000 181 Lane Group Flow (vph) 263 205 18 84 197 0 116 647 38 16 658 214 Turn Type pm+pt Perm pm+pt pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 35.2 27.0 27.0 21.4 18.2 68.6 64.6 64.6 63.6 62.1 62.1 Effective Green, g (s) 37.2 29.0 29.0 24.4 20.2 71.6 66.6 66.6 66.6 64.1 64.1 Actuated g/C Ratio 0.31 0.25 0.25 0.21 0.17 0.61 0.56 0.56 0.56 0.54 0.54 Clearance Time (s) 5.0 6.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 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 3.0 Lane Grp Cap (vph) 313 457 388 263 313 316 1049 891 312 1009 858 v/s Ratio Prot c0.09 0.11 0.01 0.11 c0.02 0.35 0.00 c0.35 v/s Ratio Perm c0.17 0.01 0.05 0.21 0.02 0.03 0.14 v/c Ratio 0.84 0.45 0.05 0.32 0.63 0.37 0.62 0.04 0.05 0.65 0.25 Uniform Delay, d1 34.4 37.9 34.1 39.1 45.6 14.3 17.3 11.6 13.6 19.2 14.4 Progression Factor 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 18.0 0.7 0.1 0.7 3.9 0.7 2.7 0.1 0.1 3.3 0.7 Delay (s) 52.4 38.6 34.1 39.8 49.5 15.0 20.0 11.7 13.7 22.5 15.1 Level of Service DDCDD BCBBCB Approach Delay (s) 44.7 46.6 18.6 19.6 Approach LOS D D B B Intersection Summary HCM Average Control Delay 27.1 HCM Level of Service C HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 118.3 Sum of lost time (s) 16.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Long Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1843 1770 1863 1583 1770 1863 1583 Flt Permitted 0.40 1.00 1.00 0.69 1.00 0.47 1.00 1.00 0.56 1.00 1.00 Satd. Flow (perm) 740 1863 1583 1284 1843 880 1863 1583 1047 1863 1583 Volume (vph) 210 100 70 110 135 10 50 275 35 10 320 210 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 221 105 74 116 142 11 53 289 37 11 337 221 RTOR Reduction (vph) 0 0 58 03000160099 Lane Group Flow (vph) 221 105 16 116 150 0 53 289 21 11 337 122 Turn Type pm+pt Perm pm+pt pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 28.4 20.3 20.3 17.5 14.4 60.7 57.6 57.6 55.9 55.2 55.2 Effective Green, g (s) 30.4 22.3 22.3 20.5 16.4 63.7 59.6 59.6 58.9 57.2 57.2 Actuated g/C Ratio 0.29 0.22 0.22 0.20 0.16 0.61 0.57 0.57 0.57 0.55 0.55 Clearance Time (s) 5.0 6.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 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 3.0 Lane Grp Cap (vph) 316 401 340 273 291 576 1071 910 607 1028 873 v/s Ratio Prot c0.07 0.06 0.02 0.08 c0.00 0.16 0.00 c0.18 v/s Ratio Perm c0.14 0.01 0.07 0.05 0.01 0.01 0.08 v/c Ratio 0.70 0.26 0.05 0.42 0.52 0.09 0.27 0.02 0.02 0.33 0.14 Uniform Delay, d1 30.3 33.9 32.3 35.8 40.0 8.4 11.1 9.5 9.8 12.7 11.3 Progression Factor 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 6.6 0.3 0.1 1.1 1.6 0.1 0.6 0.0 0.0 0.9 0.3 Delay (s) 36.9 34.2 32.3 36.9 41.6 8.4 11.7 9.6 9.8 13.6 11.6 Level of Service DCCDD ABAABB Approach Delay (s) 35.4 39.5 11.0 12.7 Approach LOS D D B B Intersection Summary HCM Average Control Delay 22.4 HCM Level of Service C HCM Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 103.7 Sum of lost time (s) 16.0 Intersection Capacity Utilization 52.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Long Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 055055 72011 6455 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 055055 75811 6795 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.78 0.78 0.78 0.78 0.78 0.78 vC, conflicting volume 1455 1451 679 1455 1455 758 684 759 vC1, stage 1 conf vol 681 681 769 769 vC2, stage 2 conf vol 774 769 686 686 vCu, unblocked vol 1580 1574 591 1580 1580 758 598 759 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 93 100 99 97 100 99 99 100 cM capacity (veh/h) 154 164 398 153 162 407 768 853 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 16 11 5 759 1 679 5 Volume Left 11 550100 Volume Right 5501005 cSH 193 222 768 1700 853 1700 1700 Volume to Capacity 0.08 0.05 0.01 0.45 0.00 0.40 0.00 Queue Length 95th (ft) 7410000 Control Delay (s) 25.3 22.0 9.7 0.0 9.2 0.0 0.0 Lane LOS D C A A Approach Delay (s) 25.3 22.0 0.1 0.0 Approach LOS D C Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 48.0% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Long Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5051055 78055 75515 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5051055 82155 79516 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.72 0.72 0.72 0.72 0.72 0.72 vC, conflicting volume 1642 1642 795 1645 1655 824 811 826 vC1, stage 1 conf vol 805 805 834 834 vC2, stage 2 conf vol 837 837 811 821 vCu, unblocked vol 1887 1887 717 1890 1905 824 738 826 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 98 99 100 99 99 99 cM capacity (veh/h) 122 132 311 121 129 373 628 804 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 11 6 5 826 5 795 16 Volume Left 5150500 Volume Right 55050016 cSH 175 277 628 1700 804 1700 1700 Volume to Capacity 0.06 0.02 0.01 0.49 0.01 0.47 0.01 Queue Length 95th (ft) 5210000 Control Delay (s) 26.9 18.3 10.8 0.0 9.5 0.0 0.0 Lane LOS D C B A Approach Delay (s) 26.9 18.3 0.1 0.1 Approach LOS D C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 51.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Long Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 055055 34555 48510 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 055055 36355 51111 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88 vC, conflicting volume 900 900 511 903 908 366 521 368 vC1, stage 1 conf vol 521 521 376 376 vC2, stage 2 conf vol 379 379 526 532 vCu, unblocked vol 886 886 444 889 895 366 456 368 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 99 98 100 99 99 100 cM capacity (veh/h) 269 268 540 266 265 679 972 1190 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 16 11 5 368 5 511 11 Volume Left 11 550500 Volume Right 55050011 cSH 323 382 972 1700 1190 1700 1700 Volume to Capacity 0.05 0.03 0.01 0.22 0.00 0.30 0.01 Queue Length 95th (ft) 4200000 Control Delay (s) 16.7 14.7 8.7 0.0 8.0 0.0 0.0 Lane LOS C B A A Approach Delay (s) 16.7 14.7 0.1 0.1 Approach LOS C B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Long Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 1 245 255 1 1 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 1 258 268 1 1 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 0.92 vC, conflicting volume 269 529 269 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 269 490 269 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1294 496 770 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 259 269 12 Volume Left 1 0 1 Volume Right 0 1 11 cSH 1294 1700 733 Volume to Capacity 0.00 0.16 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 10.0 Lane LOS A A Approach Delay (s) 0.0 0.0 10.0 Approach LOS A Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 23.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Long Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 270 265 1 1 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 284 279 1 1 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 0.91 vC, conflicting volume 280 574 279 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 280 531 279 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1283 460 759 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 289 280 6 Volume Left 5 0 1 Volume Right 0 1 5 cSH 1283 1700 685 Volume to Capacity 0.00 0.16 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.2 0.0 10.3 Lane LOS A B Approach Delay (s) 0.2 0.0 10.3 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 28.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Long Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 140 250 1 1 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 147 263 1 1 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 0.96 vC, conflicting volume 264 422 264 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 264 399 264 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1300 581 775 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 153 264 6 Volume Left 5 0 1 Volume Right 0 1 5 cSH 1300 1700 734 Volume to Capacity 0.00 0.16 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.3 0.0 9.9 Lane LOS A A Approach Delay (s) 0.3 0.0 9.9 Approach LOS A Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 23.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Long Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 10 235 220 1 1 35 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 247 232 1 1 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked 0.95 vC, conflicting volume 233 501 232 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 233 475 232 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 95 cM capacity (veh/h) 1335 518 807 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 258 233 38 Volume Left 11 0 1 Volume Right 0 1 37 cSH 1335 1700 795 Volume to Capacity 0.01 0.14 0.05 Queue Length 95th (ft) 1 0 4 Control Delay (s) 0.4 0.0 9.8 Lane LOS A A Approach Delay (s) 0.4 0.0 9.8 Approach LOS A Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Long Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 25 245 240 1 1 25 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 26 258 253 1 1 26 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked 0.93 vC, conflicting volume 254 564 253 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 254 530 253 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 97 cM capacity (veh/h) 1311 463 786 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 284 254 27 Volume Left 26 0 1 Volume Right 0 1 26 cSH 1311 1700 765 Volume to Capacity 0.02 0.15 0.04 Queue Length 95th (ft) 2 0 3 Control Delay (s) 0.9 0.0 9.9 Lane LOS A A Approach Delay (s) 0.9 0.0 9.9 Approach LOS A Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 40.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Long Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 135 235 1 1 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 142 247 1 1 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 248 401 248 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 248 401 248 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 98 cM capacity (veh/h) 1317 603 791 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 147 248 17 Volume Left 5 0 1 Volume Right 0 1 16 cSH 1317 1700 776 Volume to Capacity 0.00 0.15 0.02 Queue Length 95th (ft) 0 0 2 Control Delay (s) 0.3 0.0 9.7 Lane LOS A A Approach Delay (s) 0.3 0.0 9.7 Approach LOS A Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 22.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Site Access Long Bkgrd AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 235 1 1 215 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 247 1 1 226 5 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1032 pX, platoon unblocked 0.98 0.98 0.98 vC, conflicting volume 248 476 248 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 231 464 231 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 99 100 cM capacity (veh/h) 1307 543 790 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 248 227 6 Volume Left 0 1 5 Volume Right 1 0 1 cSH 1700 1307 573 Volume to Capacity 0.15 0.00 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 11.4 Lane LOS A B Approach Delay (s) 0.0 0.0 11.4 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 22.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Site Access Long Bkgrd PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 240 5 1 235 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 253 5 1 247 5 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1032 pX, platoon unblocked 0.96 0.96 0.96 vC, conflicting volume 258 505 255 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 228 485 225 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 99 100 cM capacity (veh/h) 1288 520 783 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 258 248 6 Volume Left 0 1 5 Volume Right 5 0 1 cSH 1700 1288 551 Volume to Capacity 0.15 0.00 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 11.6 Lane LOS A B Approach Delay (s) 0.0 0.0 11.6 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 23.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Site Access Long Bkgrd Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 130 5 1 230 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 137 5 1 242 5 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1032 pX, platoon unblocked vC, conflicting volume 142 384 139 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 142 384 139 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 99 100 cM capacity (veh/h) 1441 619 909 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 142 243 6 Volume Left 0 1 5 Volume Right 5 0 1 cSH 1700 1441 653 Volume to Capacity 0.08 0.00 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 10.6 Lane LOS A B Approach Delay (s) 0.0 0.0 10.6 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 22.9% ICU Level of Service A Analysis Period (min) 15 APPENDIX E HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.95 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1766 1770 1860 1770 1863 1583 Flt Permitted 0.71 1.00 1.00 0.74 1.00 0.41 1.00 0.35 1.00 1.00 Satd. Flow (perm) 1323 1863 1583 1385 1766 759 1860 644 1863 1583 Volume (vph) 305 19 48 32 40 21 42 491 5 23 375 246 Peak-hour factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 0.95 0.95 0.95 0.85 0.85 0.85 Adj. Flow (vph) 339 21 53 38 47 25 44 517 5 27 441 289 RTOR Reduction (vph) 0 0 37 0 17 000000 131 Lane Group Flow (vph) 339 21 16 38 55 0 44 522 0 27 441 158 Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Actuated Green, G (s) 28.5 28.5 28.5 28.5 28.5 55.4 53.2 55.4 53.2 53.2 Effective Green, g (s) 30.5 30.5 30.5 30.5 30.5 58.4 55.2 58.4 55.2 55.2 Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.30 0.58 0.55 0.58 0.55 0.55 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 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) 400 563 479 419 534 471 1018 408 1019 866 v/s Ratio Prot 0.01 0.03 c0.00 c0.28 0.00 0.24 v/s Ratio Perm c0.26 0.01 0.03 0.05 0.04 0.10 v/c Ratio 0.85 0.04 0.03 0.09 0.10 0.09 0.51 0.07 0.43 0.18 Uniform Delay, d1 33.0 24.8 24.8 25.3 25.3 9.8 14.4 10.2 13.6 11.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.2 0.0 0.0 0.1 0.1 0.1 1.8 0.1 1.3 0.5 Delay (s) 48.2 24.9 24.8 25.3 25.4 9.9 16.2 10.3 14.9 12.0 Level of Service DCCCC AB BBB Approach Delay (s) 44.1 25.4 15.7 13.6 Approach LOS D C B B Intersection Summary HCM Average Control Delay 21.8 HCM Level of Service C HCM Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 100.9 Sum of lost time (s) 12.0 Intersection Capacity Utilization 63.0% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 22 23 9 22 23 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 5 5 5 5 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 50 93 4 50 93 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 41 84 105 41 84 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 60 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 339 21 53 38 72 44 522 27 441 289 v/c Ratio 0.83 0.04 0.10 0.09 0.13 0.10 0.50 0.07 0.42 0.29 Control Delay 49.6 23.7 7.1 24.5 17.7 10.5 18.1 10.3 16.7 2.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.6 23.7 7.1 24.5 17.7 10.5 18.1 10.3 16.7 2.6 Queue Length 50th (ft) 206 10 0 18 22 11 224 7 179 0 Queue Length 95th (ft) 319 27 27 39 50 29 357 19 266 34 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 484 682 613 507 662 444 1041 379 1042 1012 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.70 0.03 0.09 0.07 0.11 0.10 0.50 0.07 0.42 0.29 Intersection Summary HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.92 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1713 1770 1850 1770 1863 1583 Flt Permitted 0.71 1.00 1.00 0.72 1.00 0.25 1.00 0.29 1.00 1.00 Satd. Flow (perm) 1324 1863 1583 1340 1713 464 1850 531 1863 1583 Volume (vph) 305 54 63 11 28 32 65 560 26 26 637 414 Peak-hour factor, PHF 0.93 0.93 0.93 0.85 0.85 0.85 0.93 0.93 0.93 0.96 0.96 0.96 Adj. Flow (vph) 328 58 68 13 33 38 70 602 28 27 664 431 RTOR Reduction (vph) 0 0 48 0 27 001000 188 Lane Group Flow (vph) 328 58 20 13 44 0 70 629 0 27 664 243 Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Actuated Green, G (s) 30.5 30.5 30.5 30.5 30.5 64.9 61.8 63.1 60.9 60.9 Effective Green, g (s) 32.5 32.5 32.5 32.5 32.5 67.9 63.8 66.1 62.9 62.9 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.29 0.61 0.57 0.59 0.56 0.56 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 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) 386 543 461 391 499 331 1059 350 1051 893 v/s Ratio Prot 0.03 0.03 c0.01 0.34 0.00 c0.36 v/s Ratio Perm c0.25 0.01 0.01 0.12 0.04 0.15 v/c Ratio 0.85 0.11 0.04 0.03 0.09 0.21 0.59 0.08 0.63 0.27 Uniform Delay, d1 37.2 28.9 28.3 28.3 28.7 12.0 15.5 11.4 16.5 12.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.9 0.1 0.0 0.0 0.1 0.3 2.5 0.1 2.9 0.8 Delay (s) 53.1 29.0 28.4 28.3 28.8 12.4 17.9 11.5 19.3 13.3 Level of Service DCCCC BB BBB Approach Delay (s) 46.3 28.7 17.3 16.8 Approach LOS D C B B Intersection Summary HCM Average Control Delay 23.1 HCM Level of Service C HCM Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 111.5 Sum of lost time (s) 12.0 Intersection Capacity Utilization 70.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 65 46 9 65 46 Maximum Split (%) 7.5% 54.2% 38.3% 7.5% 54.2% 38.3% Minimum Split (s) 9 22 23 9 22 23 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 5 5 5 5 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 0 9 74 End Time (s) 9 74 0 9 74 0 Yield/Force Off (s) 4 68 114 4 68 114 Yield/Force Off 170(s) 4 57 103 4 57 103 Local Start Time (s) 111 0 65 111 0 65 Local Yield (s) 115 59 105 115 59 105 Local Yield 170(s) 115 48 94 115 48 94 Intersection Summary Cycle Length 120 Control Type Semi Act-Uncoord Natural Cycle 65 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 328 58 68 13 71 70 630 27 664 431 v/c Ratio 0.83 0.10 0.13 0.03 0.13 0.24 0.58 0.09 0.63 0.40 Control Delay 54.6 27.7 7.0 26.5 15.3 11.8 19.9 10.6 21.9 2.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.6 27.7 7.0 26.5 15.3 11.8 19.9 10.6 21.9 2.6 Queue Length 50th (ft) 218 30 0 7 17 19 301 7 327 0 Queue Length 95th (ft) 332 61 31 20 46 43 484 21 523 50 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 469 661 605 475 633 291 1080 310 1055 1083 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.70 0.09 0.11 0.03 0.11 0.24 0.58 0.09 0.63 0.40 Intersection Summary HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.93 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1734 1770 1852 1770 1863 1583 Flt Permitted 0.72 1.00 1.00 0.73 1.00 0.53 1.00 0.57 1.00 1.00 Satd. Flow (perm) 1347 1863 1583 1365 1734 993 1852 1064 1863 1583 Volume (vph) 181 32 66 15 24 20 44 228 9 20 260 183 Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 208 37 76 18 28 24 52 268 11 24 306 215 RTOR Reduction (vph) 0 0 59 0 19 00100082 Lane Group Flow (vph) 208 37 17 18 33 0 52 278 0 24 306 133 Turn Type Perm Perm Perm pm+pt pm+pt Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 6 Actuated Green, G (s) 18.9 18.9 18.9 18.9 18.9 59.6 57.3 58.0 56.5 56.5 Effective Green, g (s) 20.9 20.9 20.9 20.9 20.9 62.6 59.3 61.0 58.5 58.5 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.66 0.63 0.64 0.62 0.62 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 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) 297 411 349 301 383 683 1160 704 1151 978 v/s Ratio Prot 0.02 0.02 c0.00 0.15 0.00 c0.16 v/s Ratio Perm c0.15 0.01 0.01 0.05 0.02 0.08 v/c Ratio 0.70 0.09 0.05 0.06 0.09 0.08 0.24 0.03 0.27 0.14 Uniform Delay, d1 34.0 29.3 29.1 29.1 29.3 5.7 7.8 6.1 8.3 7.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.3 0.1 0.1 0.1 0.1 0.0 0.5 0.0 0.6 0.3 Delay (s) 41.3 29.4 29.1 29.2 29.4 5.8 8.3 6.1 8.8 7.8 Level of Service DCCCC AA AAA Approach Delay (s) 37.0 29.4 7.9 8.3 Approach LOS D C A A Intersection Summary HCM Average Control Delay 16.6 HCM Level of Service B HCM Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 94.7 Sum of lost time (s) 12.0 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 22 23 9 22 23 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 5 5 5 5 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 50 93 4 50 93 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 41 84 105 41 84 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 55 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 208 37 76 18 52 52 279 24 306 215 v/c Ratio 0.68 0.09 0.18 0.06 0.13 0.08 0.23 0.04 0.26 0.20 Control Delay 42.5 26.9 7.5 26.7 17.4 6.8 9.3 7.2 10.4 2.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.5 26.9 7.5 26.7 17.4 6.8 9.3 7.2 10.4 2.1 Queue Length 50th (ft) 111 17 0 8 13 9 52 4 82 0 Queue Length 95th (ft) 177 40 30 24 38 25 136 14 150 27 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 481 666 614 488 634 633 1199 641 1169 1074 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.43 0.06 0.12 0.04 0.08 0.08 0.23 0.04 0.26 0.20 Intersection Summary HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Total AM no southbound right-turn lane Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.95 1.00 1.00 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1766 1770 1860 1770 1752 Flt Permitted 0.71 1.00 1.00 0.74 1.00 0.20 1.00 0.35 1.00 Satd. Flow (perm) 1323 1863 1583 1385 1766 367 1860 644 1752 Volume (vph) 305 19 48 32 40 21 42 491 5 23 375 246 Peak-hour factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 0.95 0.95 0.95 0.85 0.85 0.85 Adj. Flow (vph) 339 21 53 38 47 25 44 517 5 27 441 289 RTOR Reduction (vph) 0 0 37 0 17 00000190 Lane Group Flow (vph) 339 21 16 38 55 0 44 522 0 27 711 0 Turn Type Perm Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 28.5 28.5 28.5 28.5 28.5 55.4 53.2 55.4 53.2 Effective Green, g (s) 30.5 30.5 30.5 30.5 30.5 58.4 55.2 58.4 55.2 Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.30 0.58 0.55 0.58 0.55 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 400 563 479 419 534 257 1018 408 958 v/s Ratio Prot 0.01 0.03 c0.01 0.28 0.00 c0.41 v/s Ratio Perm c0.26 0.01 0.03 0.09 0.04 v/c Ratio 0.85 0.04 0.03 0.09 0.10 0.17 0.51 0.07 0.74 Uniform Delay, d1 33.0 24.8 24.8 25.3 25.3 13.1 14.4 10.2 17.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.2 0.0 0.0 0.1 0.1 0.3 1.8 0.1 5.2 Delay (s) 48.2 24.9 24.8 25.3 25.4 13.4 16.2 10.3 22.6 Level of Service DCCCC BB BC Approach Delay (s) 44.1 25.4 16.0 22.2 Approach LOS D C B C Intersection Summary HCM Average Control Delay 25.4 HCM Level of Service C HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 100.9 Sum of lost time (s) 12.0 Intersection Capacity Utilization 65.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Total PM no southbound right-turn lane Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.92 1.00 0.99 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1713 1770 1850 1770 1753 Flt Permitted 0.71 1.00 1.00 0.72 1.00 0.06 1.00 0.29 1.00 Satd. Flow (perm) 1324 1863 1583 1340 1713 115 1850 533 1753 Volume (vph) 305 54 63 11 28 32 65 560 26 26 637 414 Peak-hour factor, PHF 0.93 0.93 0.93 0.85 0.85 0.85 0.93 0.93 0.93 0.96 0.96 0.96 Adj. Flow (vph) 328 58 68 13 33 38 70 602 28 27 664 431 RTOR Reduction (vph) 0 0 48 0 27 00100170 Lane Group Flow (vph) 328 58 20 13 44 0 70 629 0 27 1078 0 Turn Type Perm Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 30.6 30.6 30.6 30.6 30.6 65.9 62.8 64.3 62.0 Effective Green, g (s) 32.6 32.6 32.6 32.6 32.6 68.9 64.8 67.3 64.0 Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.29 0.61 0.57 0.60 0.57 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 383 539 458 388 496 131 1064 355 995 v/s Ratio Prot 0.03 0.03 c0.02 0.34 0.00 c0.61 v/s Ratio Perm c0.25 0.01 0.01 0.31 0.04 v/c Ratio 0.86 0.11 0.04 0.03 0.09 0.53 0.59 0.08 1.08 Uniform Delay, d1 37.8 29.4 28.8 28.7 29.2 27.5 15.4 11.3 24.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.9 0.1 0.0 0.0 0.1 4.1 2.4 0.1 53.8 Delay (s) 54.7 29.5 28.9 28.8 29.3 31.6 17.8 11.4 78.1 Level of Service DCCCC CB BE Approach Delay (s) 47.6 29.2 19.2 76.5 Approach LOS D C B E Intersection Summary HCM Average Control Delay 52.3 HCM Level of Service D HCM Volume to Capacity ratio 0.99 Actuated Cycle Length (s) 112.7 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Short Total Saturday no southbound right-turn lane Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 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 0.93 1.00 0.99 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1734 1770 1852 1770 1747 Flt Permitted 0.72 1.00 1.00 0.73 1.00 0.38 1.00 0.57 1.00 Satd. Flow (perm) 1347 1863 1583 1365 1734 706 1852 1064 1747 Volume (vph) 181 32 66 15 24 20 44 228 9 20 260 183 Peak-hour factor, PHF 0.87 0.87 0.87 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 208 37 76 18 28 24 52 268 11 24 306 215 RTOR Reduction (vph) 0 0 59 0 19 00100170 Lane Group Flow (vph) 208 37 17 18 33 0 52 278 0 24 504 0 Turn Type Perm Perm Perm pm+pt pm+pt Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 2 6 Actuated Green, G (s) 18.9 18.9 18.9 18.9 18.9 59.6 57.3 58.0 56.5 Effective Green, g (s) 20.9 20.9 20.9 20.9 20.9 62.6 59.3 61.0 58.5 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.66 0.63 0.64 0.62 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 5.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 297 411 349 301 383 504 1160 704 1079 v/s Ratio Prot 0.02 0.02 c0.00 0.15 0.00 c0.29 v/s Ratio Perm c0.15 0.01 0.01 0.06 0.02 v/c Ratio 0.70 0.09 0.05 0.06 0.09 0.10 0.24 0.03 0.47 Uniform Delay, d1 34.0 29.3 29.1 29.1 29.3 6.4 7.8 6.1 9.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.3 0.1 0.1 0.1 0.1 0.1 0.5 0.0 1.5 Delay (s) 41.3 29.4 29.1 29.2 29.4 6.4 8.3 6.1 11.2 Level of Service DCCCC AA AB Approach Delay (s) 37.0 29.4 8.0 11.0 Approach LOS D C A B Intersection Summary HCM Average Control Delay 17.8 HCM Level of Service B HCM Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 94.7 Sum of lost time (s) 12.0 Intersection Capacity Utilization 54.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 6 0 4 17 0 21 4 511 21 24 429 2 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 7 0 5 20 0 25 4 574 25 28 505 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.86 0.86 0.86 0.86 0.86 0.86 vC, conflicting volume 1169 1169 505 1161 1159 587 507 599 vC1, stage 1 conf vol 561 561 595 595 vC2, stage 2 conf vol 608 608 566 564 vCu, unblocked vol 1196 1196 426 1187 1184 587 429 599 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 99 90 100 95 100 97 cM capacity (veh/h) 197 208 542 207 214 510 976 978 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 12 45 4 599 28 505 2 Volume Left 7 20 4 0 28 0 0 Volume Right 5 25 0 25 0 0 2 cSH 264 308 976 1700 978 1700 1700 Volume to Capacity 0.04 0.14 0.00 0.35 0.03 0.30 0.00 Queue Length 95th (ft) 3 13 00200 Control Delay (s) 19.3 18.6 8.7 0.0 8.8 0.0 0.0 Lane LOS C C A A Approach Delay (s) 19.3 18.6 0.1 0.5 Approach LOS C C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 38.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 2 21 0 24 2 622 17 21 675 15 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 6 0 2 25 0 28 2 662 18 22 718 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.75 0.75 0.75 0.75 0.75 0.75 vC, conflicting volume 1457 1447 718 1440 1454 671 734 680 vC1, stage 1 conf vol 763 763 675 675 vC2, stage 2 conf vol 694 684 765 779 vCu, unblocked vol 1612 1599 622 1590 1608 671 644 680 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 99 83 100 94 100 98 cM capacity (veh/h) 138 151 363 146 152 457 702 913 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 8 53 2 680 22 718 16 Volume Left 6 25 2 0 22 0 0 Volume Right 2 28 0 18 0 0 16 cSH 168 229 702 1700 913 1700 1700 Volume to Capacity 0.05 0.23 0.00 0.40 0.02 0.42 0.01 Queue Length 95th (ft) 4 22 00200 Control Delay (s) 27.6 25.4 10.1 0.0 9.0 0.0 0.0 Lane LOS D D B A Approach Delay (s) 27.6 25.4 0.0 0.3 Approach LOS D D Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 7 0 3 21 0 24 3 250 21 24 309 8 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) 8 0 4 25 0 28 4 294 25 28 364 9 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.95 0.95 0.95 0.95 0.95 0.95 vC, conflicting volume 749 746 364 737 743 306 373 319 vC1, stage 1 conf vol 420 420 314 314 vC2, stage 2 conf vol 329 326 424 429 vCu, unblocked vol 737 733 332 724 730 306 342 319 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 100 99 92 100 96 100 98 cM capacity (veh/h) 308 310 676 321 313 733 1160 1241 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 12 53 4 319 28 364 9 Volume Left 8 25 4 0 28 0 0 Volume Right 4 28 0 25 0 0 9 cSH 369 459 1160 1700 1241 1700 1700 Volume to Capacity 0.03 0.12 0.00 0.19 0.02 0.21 0.01 Queue Length 95th (ft) 2 10 00200 Control Delay (s) 15.1 13.9 8.1 0.0 8.0 0.0 0.0 Lane LOS C B A A Approach Delay (s) 15.1 13.9 0.1 0.6 Approach LOS C B Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 29.9% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 0 47 86 0 0 7 Peak Hour Factor 0.88 0.88 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 0 53 101 0 0 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 101 155 101 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 101 155 101 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1491 837 954 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 53 101 8 Volume Left 0 0 0 Volume Right 0 0 8 cSH 1491 1700 954 Volume to Capacity 0.00 0.06 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 8.8 Lane LOS A Approach Delay (s) 0.0 0.0 8.8 Approach LOS A Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 14.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 6 100 70 0 0 1 Peak Hour Factor 0.88 0.88 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 7 114 82 0 0 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 1.00 vC, conflicting volume 82 210 82 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 82 206 82 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1515 775 977 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 120 82 1 Volume Left 7 0 0 Volume Right 0 0 1 cSH 1515 1700 977 Volume to Capacity 0.00 0.05 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.5 0.0 8.7 Lane LOS A A Approach Delay (s) 0.5 0.0 8.7 Approach LOS A Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 20.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 2 59 57 0 0 2 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 2 69 67 0 0 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked vC, conflicting volume 67 141 67 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 67 141 67 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1534 850 996 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 72 67 2 Volume Left 2 0 0 Volume Right 0 0 2 cSH 1534 1700 996 Volume to Capacity 0.00 0.04 0.00 Queue Length 95th (ft) 0 0 0 Control Delay (s) 0.3 0.0 8.6 Lane LOS A A Approach Delay (s) 0.3 0.0 8.6 Approach LOS A Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 14.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 9 38 53 0 0 33 Peak Hour Factor 0.85 0.85 0.88 0.88 0.85 0.85 Hourly flow rate (vph) 11 45 60 0 0 39 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 60 126 60 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 60 126 60 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 96 cM capacity (veh/h) 1543 863 1005 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 55 60 39 Volume Left 11 0 0 Volume Right 0 0 39 cSH 1543 1700 1005 Volume to Capacity 0.01 0.04 0.04 Queue Length 95th (ft) 1 0 3 Control Delay (s) 1.4 0.0 8.7 Lane LOS A A Approach Delay (s) 1.4 0.0 8.7 Approach LOS A Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 19.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 23 77 47 0 0 23 Peak Hour Factor 0.85 0.85 0.88 0.88 0.85 0.85 Hourly flow rate (vph) 27 91 53 0 0 27 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 53 198 53 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 53 198 53 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 97 cM capacity (veh/h) 1552 777 1014 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 118 53 27 Volume Left 27 0 0 Volume Right 0 0 27 cSH 1552 1700 1014 Volume to Capacity 0.02 0.03 0.03 Queue Length 95th (ft) 1 0 2 Control Delay (s) 1.8 0.0 8.6 Lane LOS A A Approach Delay (s) 1.8 0.0 8.6 Approach LOS A Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 22.0% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 54 42 2 1 15 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 64 49 2 1 18 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 52 126 51 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 52 126 51 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 98 cM capacity (veh/h) 1554 866 1018 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 69 52 19 Volume Left 6 0 1 Volume Right 0 2 18 cSH 1554 1700 1006 Volume to Capacity 0.00 0.03 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.6 0.0 8.6 Lane LOS A A Approach Delay (s) 0.6 0.0 8.6 Approach LOS A Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 17.0% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Majestic Short Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 13 25 1 31 22 1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 15 29 1 36 26 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1022 pX, platoon unblocked vC, conflicting volume 45 69 30 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 45 69 30 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 97 100 cM capacity (veh/h) 1563 935 1044 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 45 38 27 Volume Left 0 1 26 Volume Right 29 0 1 cSH 1700 1563 939 Volume to Capacity 0.03 0.00 0.03 Queue Length 95th (ft) 0 0 2 Control Delay (s) 0.0 0.2 8.9 Lane LOS A A Approach Delay (s) 0.0 0.2 8.9 Approach LOS A Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Majestic Short Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 55 22 1 22 25 1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 65 26 1 26 29 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1022 pX, platoon unblocked vC, conflicting volume 91 106 78 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 91 106 78 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 97 100 cM capacity (veh/h) 1504 891 983 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 91 27 31 Volume Left 0 1 29 Volume Right 26 0 1 cSH 1700 1504 894 Volume to Capacity 0.05 0.00 0.03 Queue Length 95th (ft) 0 0 3 Control Delay (s) 0.0 0.3 9.2 Lane LOS A A Approach Delay (s) 0.0 0.3 9.2 Approach LOS A Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 14.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Majestic Short Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 30 25 1 19 25 1 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 35 29 1 22 29 1 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1022 pX, platoon unblocked vC, conflicting volume 65 75 50 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 65 75 50 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 97 100 cM capacity (veh/h) 1537 928 1018 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 65 24 31 Volume Left 0 1 29 Volume Right 29 0 1 cSH 1700 1537 931 Volume to Capacity 0.04 0.00 0.03 Queue Length 95th (ft) 0 0 3 Control Delay (s) 0.0 0.4 9.0 Lane LOS A A Approach Delay (s) 0.0 0.4 9.0 Approach LOS A Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 APPENDIX F HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1818 1770 1863 1583 1770 1863 1583 Flt Permitted 0.32 1.00 1.00 0.64 1.00 0.31 1.00 1.00 0.22 1.00 1.00 Satd. Flow (perm) 589 1863 1583 1189 1818 576 1863 1583 416 1863 1583 Volume (vph) 300 180 70 95 160 30 60 630 65 25 505 240 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 316 189 74 100 168 32 63 663 68 26 532 253 RTOR Reduction (vph) 0 0 55 070003300 123 Lane Group Flow (vph) 316 189 19 100 193 0 63 663 35 26 532 130 Turn Type pm+pt Perm pm+pt pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 34.5 26.4 26.4 19.5 16.4 57.2 54.1 54.1 55.6 53.3 53.3 Effective Green, g (s) 36.5 28.4 28.4 22.5 18.4 60.2 56.1 56.1 58.6 55.3 55.3 Actuated g/C Ratio 0.34 0.26 0.26 0.21 0.17 0.56 0.52 0.52 0.54 0.51 0.51 Clearance Time (s) 5.0 6.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 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 3.0 Lane Grp Cap (vph) 354 490 417 270 310 367 969 823 267 955 811 v/s Ratio Prot c0.12 0.10 0.01 0.11 c0.01 c0.36 0.00 0.29 v/s Ratio Perm c0.19 0.01 0.06 0.09 0.02 0.05 0.08 v/c Ratio 0.89 0.39 0.05 0.37 0.62 0.17 0.68 0.04 0.10 0.56 0.16 Uniform Delay, d1 30.5 32.6 29.7 35.9 41.5 12.7 19.3 12.7 14.5 17.9 14.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 23.5 0.5 0.0 0.9 3.9 0.2 3.9 0.1 0.2 2.3 0.4 Delay (s) 54.0 33.1 29.7 36.7 45.4 12.9 23.2 12.8 14.7 20.3 14.4 Level of Service DCCDD BCBBCB Approach Delay (s) 44.1 42.5 21.5 18.3 Approach LOS D D C B Intersection Summary HCM Average Control Delay 28.2 HCM Level of Service C HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 107.9 Sum of lost time (s) 8.0 Intersection Capacity Utilization 76.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max None None None Max None None Maximum Split (s) 9 58 9 34 9 58 18 25 Maximum Split (%) 8.2% 52.7% 8.2% 30.9% 8.2% 52.7% 16.4% 22.7% Minimum Split (s) 9 22 9 23 9 22 9 23 Yellow Time (s) 44444444 All-Red Time (s) 12121212 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 76 0 9 67 85 End Time (s) 9 67 76 0 9 67 85 0 Yield/Force Off (s) 4 61 71 104 4 61 80 104 Yield/Force Off 170(s) 4 50 71 93 4 50 80 93 Local Start Time (s) 101 0 58 67 101 0 58 76 Local Yield (s) 105 52 62 95 105 52 71 95 Local Yield 170(s) 105 41 62 84 105 41 71 84 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 80 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 316 189 74 100 200 63 663 68 26 532 253 v/c Ratio 0.85 0.37 0.15 0.36 0.65 0.17 0.66 0.08 0.10 0.55 0.27 Control Delay 51.5 34.7 8.0 31.1 49.9 11.3 23.3 3.9 11.1 20.9 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.5 34.7 8.0 31.1 49.9 11.3 23.3 3.9 11.1 20.9 2.7 Queue Length 50th (ft) 174 108 0 48 124 18 340 0 7 246 0 Queue Length 95th (ft) #317 174 35 88 201 38 503 23 20 367 41 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 371 528 502 278 360 364 998 879 259 966 942 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.85 0.36 0.15 0.36 0.56 0.17 0.66 0.08 0.10 0.55 0.27 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1817 1770 1863 1583 1770 1863 1583 Flt Permitted 0.28 1.00 1.00 0.63 1.00 0.22 1.00 1.00 0.25 1.00 1.00 Satd. Flow (perm) 521 1863 1583 1166 1817 406 1863 1583 463 1863 1583 Volume (vph) 250 200 80 80 180 35 120 625 65 30 635 375 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 263 211 84 84 189 37 126 658 68 32 668 395 RTOR Reduction (vph) 0 0 63 060003100 185 Lane Group Flow (vph) 263 211 21 84 220 0 126 658 37 32 668 210 Turn Type pm+pt Perm pm+pt pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 36.5 28.3 28.3 22.7 19.5 66.8 62.8 62.8 63.4 61.1 61.1 Effective Green, g (s) 38.5 30.3 30.3 25.7 21.5 69.8 64.8 64.8 66.4 63.1 63.1 Actuated g/C Ratio 0.32 0.26 0.26 0.22 0.18 0.59 0.55 0.55 0.56 0.53 0.53 Clearance Time (s) 5.0 6.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 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 3.0 Lane Grp Cap (vph) 306 476 404 274 329 296 1018 865 296 991 842 v/s Ratio Prot c0.09 0.11 0.01 0.12 c0.02 0.35 0.00 c0.36 v/s Ratio Perm c0.18 0.01 0.06 0.23 0.02 0.06 0.13 v/c Ratio 0.86 0.44 0.05 0.31 0.67 0.43 0.65 0.04 0.11 0.67 0.25 Uniform Delay, d1 33.7 37.1 33.3 38.2 45.2 15.5 18.9 12.5 14.5 20.2 15.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.6 0.7 0.1 0.6 5.1 1.0 3.2 0.1 0.2 3.7 0.7 Delay (s) 54.3 37.7 33.4 38.8 50.3 16.5 22.0 12.6 14.7 23.9 15.7 Level of Service DDCDD BCBBCB Approach Delay (s) 44.9 47.2 20.5 20.7 Approach LOS DDCC Intersection Summary HCM Average Control Delay 28.3 HCM Level of Service C HCM Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 118.6 Sum of lost time (s) 16.0 Intersection Capacity Utilization 78.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max None None None Max None None Maximum Split (s) 9 65 9 37 9 65 17 29 Maximum Split (%) 7.5% 54.2% 7.5% 30.8% 7.5% 54.2% 14.2% 24.2% Minimum Split (s) 9 22 9 23 9 22 9 23 Yellow Time (s) 44444444 All-Red Time (s) 12121212 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 83 0 9 74 91 End Time (s) 9 74 83 0 9 74 91 0 Yield/Force Off (s) 4 68 78 114 4 68 86 114 Yield/Force Off 170(s) 4 57 78 103 4 57 86 103 Local Start Time (s) 111 0 65 74 111 0 65 82 Local Yield (s) 115 59 69 105 115 59 77 105 Local Yield 170(s) 115 48 69 94 115 48 77 94 Intersection Summary Cycle Length 120 Control Type Semi Act-Uncoord Natural Cycle 80 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 263 211 84 84 226 126 658 68 32 668 395 v/c Ratio 0.80 0.43 0.18 0.30 0.70 0.45 0.63 0.07 0.12 0.68 0.39 Control Delay 51.0 39.1 7.9 32.2 54.9 16.1 22.3 3.8 11.4 25.1 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.0 39.1 7.9 32.2 54.9 16.1 22.3 3.8 11.4 25.1 2.7 Queue Length 50th (ft) 155 134 0 44 154 38 348 0 9 356 0 Queue Length 95th (ft) #261 208 39 82 239 71 516 23 24 529 49 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 328 520 503 279 384 282 1046 919 276 986 1023 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.80 0.41 0.17 0.30 0.59 0.45 0.63 0.07 0.12 0.68 0.39 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. HCM Signalized Intersection Capacity Analysis 11: Trilby & Timberline Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. 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 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1822 1770 1863 1583 1770 1863 1583 Flt Permitted 0.36 1.00 1.00 0.68 1.00 0.47 1.00 1.00 0.53 1.00 1.00 Satd. Flow (perm) 678 1863 1583 1271 1822 878 1863 1583 985 1863 1583 Volume (vph) 210 110 80 110 145 25 60 285 35 25 330 210 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 221 116 84 116 153 26 63 300 37 26 347 221 RTOR Reduction (vph) 0 0 65 060001700 103 Lane Group Flow (vph) 221 116 19 116 173 0 63 300 20 26 347 118 Turn Type pm+pt Perm pm+pt pm+pt Perm pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 29.8 21.7 21.7 18.8 15.7 57.2 54.1 54.1 55.6 53.3 53.3 Effective Green, g (s) 31.8 23.7 23.7 21.8 17.7 60.2 56.1 56.1 58.6 55.3 55.3 Actuated g/C Ratio 0.31 0.23 0.23 0.21 0.17 0.58 0.54 0.54 0.57 0.54 0.54 Clearance Time (s) 5.0 6.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 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 3.0 Lane Grp Cap (vph) 316 428 364 288 312 548 1013 861 584 998 848 v/s Ratio Prot c0.07 0.06 0.02 0.10 c0.00 0.16 0.00 c0.19 v/s Ratio Perm c0.15 0.01 0.07 0.06 0.01 0.02 0.07 v/c Ratio 0.70 0.27 0.05 0.40 0.56 0.11 0.30 0.02 0.04 0.35 0.14 Uniform Delay, d1 28.8 32.7 31.0 34.4 39.1 9.6 12.8 10.9 9.9 13.7 12.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.6 0.3 0.1 0.9 2.1 0.1 0.7 0.0 0.0 1.0 0.3 Delay (s) 35.4 33.0 31.1 35.4 41.3 9.7 13.6 10.9 9.9 14.6 12.4 Level of Service DCCDD ABBABB Approach Delay (s) 33.9 39.0 12.7 13.6 Approach LOS C D B B Intersection Summary HCM Average Control Delay 22.8 HCM Level of Service C HCM Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 103.2 Sum of lost time (s) 12.0 Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Timing Report, Sorted By Phase 11: Trilby & Timberline Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max None None None Max None None Maximum Split (s) 9 58 9 34 9 58 14 29 Maximum Split (%) 8.2% 52.7% 8.2% 30.9% 8.2% 52.7% 12.7% 26.4% Minimum Split (s) 9 22 9 23 9 22 9 23 Yellow Time (s) 44444444 All-Red Time (s) 12121212 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 76 0 9 67 81 End Time (s) 9 67 76 0 9 67 81 0 Yield/Force Off (s) 4 61 71 104 4 61 76 104 Yield/Force Off 170(s) 4 50 71 93 4 50 76 93 Local Start Time (s) 101 0 58 67 101 0 58 72 Local Yield (s) 105 52 62 95 105 52 67 95 Local Yield 170(s) 105 41 62 84 105 41 67 84 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 65 Splits and Phases: 11: Trilby & Timberline Queues 11: Trilby & Timberline Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 221 116 84 116 179 63 300 37 26 347 221 v/c Ratio 0.64 0.26 0.19 0.39 0.58 0.12 0.29 0.04 0.05 0.34 0.23 Control Delay 37.3 34.3 8.2 32.3 45.1 9.3 14.0 4.5 9.2 15.3 2.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.3 34.3 8.2 32.3 45.1 9.3 14.0 4.5 9.2 15.3 2.6 Queue Length 50th (ft) 114 64 0 56 104 15 104 0 6 124 0 Queue Length 95th (ft) 181 113 38 100 173 36 180 17 19 212 38 Internal Link Dist (ft) 2885 440 740 1462 Turn Bay Length (ft) Base Capacity (vph) 345 528 509 295 427 537 1046 905 562 1012 961 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.64 0.22 0.17 0.39 0.42 0.12 0.29 0.04 0.05 0.34 0.23 Intersection Summary HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 0 5 20 0 25 5 720 20 20 645 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 0 5 21 0 26 5 758 21 21 679 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.78 0.78 0.78 0.78 0.78 0.78 vC, conflicting volume 1516 1511 679 1505 1505 768 684 779 vC1, stage 1 conf vol 721 721 779 779 vC2, stage 2 conf vol 795 789 726 726 vCu, unblocked vol 1659 1652 590 1645 1645 768 597 779 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 92 100 99 85 100 93 99 97 cM capacity (veh/h) 135 150 397 143 153 401 767 838 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 16 47 5 779 21 679 5 Volume Left 11 21 5 0 21 0 0 Volume Right 5 26 0 21 0 0 5 cSH 173 223 767 1700 838 1700 1700 Volume to Capacity 0.09 0.21 0.01 0.46 0.03 0.40 0.00 Queue Length 95th (ft) 7 20 10200 Control Delay (s) 27.8 25.5 9.7 0.0 9.4 0.0 0.0 Lane LOS D D A A Approach Delay (s) 27.8 25.5 0.1 0.3 Approach LOS D D Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 49.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 5 20 0 25 5 780 20 25 755 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 0 5 21 0 26 5 821 21 26 795 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.72 0.72 0.72 0.72 0.72 0.72 vC, conflicting volume 1705 1700 795 1695 1705 832 811 842 vC1, stage 1 conf vol 847 847 842 842 vC2, stage 2 conf vol 858 853 853 863 vCu, unblocked vol 1980 1973 715 1966 1980 832 737 842 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 95 100 98 81 100 93 99 97 cM capacity (veh/h) 106 120 310 112 121 369 625 794 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 11 47 5 842 26 795 16 Volume Left 5 21 5 0 26 0 0 Volume Right 5 26 0 21 0 0 16 cSH 158 182 625 1700 794 1700 1700 Volume to Capacity 0.07 0.26 0.01 0.50 0.03 0.47 0.01 Queue Length 95th (ft) 5 25 10300 Control Delay (s) 29.4 31.5 10.8 0.0 9.7 0.0 0.0 Lane LOS D D B A Approach Delay (s) 29.4 31.5 0.1 0.3 Approach LOS D D Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 52.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 2: Majestic & Timberline Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 10 0 5 25 0 25 5 345 25 25 485 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 0 5 26 0 26 5 363 26 26 511 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 0 0 Upstream signal (ft) 820 pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88 vC, conflicting volume 963 963 511 955 961 376 521 389 vC1, stage 1 conf vol 563 563 387 387 vC2, stage 2 conf vol 400 400 568 574 vCu, unblocked vol 958 958 446 949 955 376 457 389 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) 6.1 5.5 6.1 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 99 89 100 96 99 98 cM capacity (veh/h) 242 248 541 248 250 670 974 1169 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 16 53 5 389 26 511 11 Volume Left 11 26 5 0 26 0 0 Volume Right 5 26 0 26 0 0 11 cSH 297 362 974 1700 1169 1700 1700 Volume to Capacity 0.05 0.15 0.01 0.23 0.02 0.30 0.01 Queue Length 95th (ft) 4 13 00200 Control Delay (s) 17.8 16.6 8.7 0.0 8.2 0.0 0.0 Lane LOS C C A A Approach Delay (s) 17.8 16.6 0.1 0.4 Approach LOS C C Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 1 270 275 1 1 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 1 284 289 1 1 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 0.92 vC, conflicting volume 291 576 290 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 291 539 290 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1271 462 749 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 285 291 12 Volume Left 1 0 1 Volume Right 0 1 11 cSH 1271 1700 709 Volume to Capacity 0.00 0.17 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 10.2 Lane LOS A B Approach Delay (s) 0.0 0.0 10.2 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 25.0% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 290 290 1 1 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 305 305 1 1 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 0.91 vC, conflicting volume 306 622 306 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 306 583 306 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1254 429 734 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 311 306 6 Volume Left 5 0 1 Volume Right 0 1 5 cSH 1254 1700 656 Volume to Capacity 0.00 0.18 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.2 0.0 10.5 Lane LOS A B Approach Delay (s) 0.2 0.0 10.5 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 29.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 6: Trilby & LDS Church Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 165 275 1 1 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 174 289 1 1 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 304 pX, platoon unblocked 0.96 vC, conflicting volume 291 474 290 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 291 450 290 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1271 540 749 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 179 291 6 Volume Left 5 0 1 Volume Right 0 1 5 cSH 1271 1700 704 Volume to Capacity 0.00 0.17 0.01 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.3 0.0 10.2 Lane LOS A B Approach Delay (s) 0.3 0.0 10.2 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 24.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 10 260 240 1 1 35 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 11 274 253 1 1 37 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked 0.95 vC, conflicting volume 254 548 253 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 254 522 253 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 95 cM capacity (veh/h) 1311 483 786 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 284 254 38 Volume Left 11 0 1 Volume Right 0 1 37 cSH 1311 1700 772 Volume to Capacity 0.01 0.15 0.05 Queue Length 95th (ft) 1 0 4 Control Delay (s) 0.4 0.0 9.9 Lane LOS A A Approach Delay (s) 0.4 0.0 9.9 Approach LOS A Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 31.8% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 25 265 265 1 1 25 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 26 279 279 1 1 26 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked 0.93 vC, conflicting volume 280 611 279 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 280 580 279 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 97 cM capacity (veh/h) 1283 432 759 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 305 280 27 Volume Left 26 0 1 Volume Right 0 1 26 cSH 1283 1700 738 Volume to Capacity 0.02 0.16 0.04 Queue Length 95th (ft) 2 0 3 Control Delay (s) 0.9 0.0 10.1 Lane LOS A B Approach Delay (s) 0.9 0.0 10.1 Approach LOS B Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 4: Trilby & Carmichael Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 5 160 260 1 1 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 168 274 1 1 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 824 pX, platoon unblocked vC, conflicting volume 275 453 274 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 275 453 274 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 98 cM capacity (veh/h) 1288 562 765 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 174 275 17 Volume Left 5 0 1 Volume Right 0 1 16 cSH 1288 1700 748 Volume to Capacity 0.00 0.16 0.02 Queue Length 95th (ft) 0 0 2 Control Delay (s) 0.3 0.0 9.9 Lane LOS A A Approach Delay (s) 0.3 0.0 9.9 Approach LOS A Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 23.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Site Access Long Total AM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 235 25 10 215 25 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 247 26 11 226 26 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1032 pX, platoon unblocked 0.97 0.97 0.97 vC, conflicting volume 274 508 261 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 253 494 239 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 95 99 cM capacity (veh/h) 1276 516 777 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 274 237 37 Volume Left 0 11 26 Volume Right 26 0 11 cSH 1700 1276 570 Volume to Capacity 0.16 0.01 0.06 Queue Length 95th (ft) 0 1 5 Control Delay (s) 0.0 0.4 11.7 Lane LOS A B Approach Delay (s) 0.0 0.4 11.7 Approach LOS B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 29.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Site Access Long Total PM 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 240 25 10 235 30 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 253 26 11 247 32 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1032 pX, platoon unblocked 0.96 0.96 0.96 vC, conflicting volume 279 534 266 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 247 513 233 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 94 99 cM capacity (veh/h) 1263 494 772 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 279 258 42 Volume Left 0 11 32 Volume Right 26 0 11 cSH 1700 1263 543 Volume to Capacity 0.16 0.01 0.08 Queue Length 95th (ft) 0 1 6 Control Delay (s) 0.0 0.4 12.2 Lane LOS A B Approach Delay (s) 0.0 0.4 12.2 Approach LOS B Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 8: Trilby & Site Access Long Total Saturday 11/8/2011 Synchro 6 Light Report Matthew J. Delich , P. E. Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 130 30 10 230 30 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 137 32 11 242 32 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1032 pX, platoon unblocked vC, conflicting volume 168 416 153 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 168 416 153 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 95 99 cM capacity (veh/h) 1409 589 893 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 168 253 42 Volume Left 0 11 32 Volume Right 32 0 11 cSH 1700 1409 644 Volume to Capacity 0.10 0.01 0.07 Queue Length 95th (ft) 0 1 5 Control Delay (s) 0.0 0.4 11.0 Lane LOS A B Approach Delay (s) 0.0 0.4 11.0 Approach LOS B Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 30.2% ICU Level of Service A Analysis Period (min) 15 APPENDIX G Trilby Timberline Majestic Carmichael LDS Church Kechter SCALE: 1"=1000' PEDESTRIAN INFLUENCE AREA DELICH ASSOCIATES LDS Temple TIS, October 2011 Pedestrian LOS Worksheet Project Location Classification: Level of Service (minimum based on project location classification) Description of Applicable Destination Area Within 1320’ Destination Area Classification Directness Continuity Street Crossings Visual Interest & Amenities Security Minimum C C C C C 1 Actual B B B B C Westchase Neighborhood Residential Proposed B B B B C Minimum C C C C C 2 Actual C D E D C Paragon Estates Residential Proposed B C C C C Minimum 3 Actual Proposed Minimum 4 Actual Proposed Minimum 5 Actual Proposed Minimum 6 Actual Proposed Minimum 7 Actual Proposed Minimum 8 Actual Proposed Minimum 9 Actual Proposed Minimum 10 Actual Proposed Bicycle LOS Worksheet Level of Service – Connectivity Minimum Actual Proposed Base Connectivity: C B B Specific connections to priority sites: Description of Applicable Destination Area Within 1320’ Destination Area Classification 1 2 3 4