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Home My WebLink AboutLAKEVIEW SUBDIVISION - FDP - FDP130047 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY (3)LSC TRANSPORTATION CONSULTANTS, INC. 1889 York Street Denver, CO 80206 (303) 333-1105 FAX (303) 333-1107 E-mail: lsc@lscdenver.com October 28, 2013 Mr. Ward Stanford Traffic Systems Engineer City of Fort Collins 626 Linden Street Fort Collins, CO 80521 Re: Lakeview Fort Collins, CO LSC #130490 Dear Mr. Stanford: In response to your request, LSC Transportation Consultants, Inc. has prepared this traffic memorandum for the proposed Lakeview development. As shown on Figure 1, the site is located south of E. Drake Road and east of S. Lemay Avenue in Fort Collins, Colorado. REPORT CONTENTS The report contains the following: the existing roadway and traffic conditions in the vicinity of the site including the lane geometries, traffic controls, etc.; the existing weekday peak-hour traffic volumes; the typical weekday site-generated traffic volume projections for the site; the assignment of the projected traffic volumes to the area roadways; the projected short-term background and resulting total traffic volumes on the area roadways; the resulting levels of service for vehicles, bicycles and pedestrians; and any recommended roadway improvements to mitigate the site’s traffic impacts. The scope of work is based on a telephone call with Ward Stanford (City of Fort Collins) with the specific items documented in the attached base assumptions form approved on September 27, 2013. RESPONSE TO COMMENTS A separate memorandum was completed to show how each City comment and neighborhood comment was addressed. That memorandum is attached for reference. LAND USE AND ACCESS The site is currently undeveloped and is a part of the Christ Center Community Church property. There are existing residential areas northwest, east, south, and southwest of the site. Mr. Ward Stanford Page 2 October 28, 2013 Lakeview There is an existing commercial area west of the site across S. Lemay Avenue (Scotch Pines). There is an existing industrial use (Woodward Governor) to the northwest. The proposed site is assumed to contain 42 single-family dwelling units. Figure 2 shows the conceptual site plan. Access to the site is proposed to S. Lemay Avenue and E. Drake Road via the existing access points for the Christ Center Community Church. The proposed easement through the church parking lot is written to allow site traffic to pass to/from the northern site access on S. Lemay Avenue only but it is acknowledged that some site traffic will use the southern site access - particularly during peak-hours - this volume is expected to be minimal. EXISTING CONDITIONS Area Roadways The major roadways in the site’s vicinity are shown on Figure 1 and are described below. • E. Drake Road is an east-west five-lane arterial street north of the site. The roadway has bicycle lanes and attached sidewalks in both directions. The intersection with S. Lemay Avenue is signalized with auxiliary lanes. The posted speed limit near the site is 40 miles per hour (mph). • S. Lemay Avenue is a north-south five-lane arterial street west of the site. The roadway has bicycle lanes and attached sidewalks in both directions. The intersection with E. Drake Road is signalized with auxiliary lanes. The posted speed limit near the site is 40 mph. • Scotch Pines Commercial Access is an east-west two-lane access to S. Lemay Avenue that is offset about 20 feet with the Northern Site Access intersection with S. Lemay Avenue. Both approaches to S. Lemay Avenue are striped as single-lane approaches but observations show that right-turns onto S. Lemay Avenue can be made around a vehicle waiting to turn left or go straight through the intersection. • Strachan Drive is an east-west two-lane local street that intersects S. Lemay Avenue from the west with separate left- and right-turn lanes. The posted speed limit near S. Lemay Avenue is 25 mph. This intersection is positively offset about 60 feet to the south of the Southern Site Access intersection with S. Lemay Avenue. Positive offset means the left- turns from S. Lemay Avenue into the two side roads do not conflict. Existing Traffic Conditions Figure 3 shows the existing lane geometries, traffic controls, and traffic volumes at the nearby intersections on a typical weekday. The weekday peak-hour traffic volumes are from a com- bination of traffic counts included in the April, 2012 Regency Lakeview Transportation Impact Study (2012 TIS) by Delich Associates supplemented by the attached traffic counts conducted by Counter Measures in July, 2013. The Counter Measures counts were of the S. Lemay Avenue/Commercial Access/North Site Access intersection and the E. Drake Road/Site Access intersection. The counts from the 2012 TIA at the intersections of S. Lemay Avenue/E. Drake Road and S. Lemay Avenue/Strachan Drive/South Site Access were adjusted to balance with the recent 2013 counts. Mr. Ward Stanford Page 3 October 28, 2013 Lakeview The existing signal timings at the intersection of S. Lemay Avenue and E. Drake Road were provided by the City. The unsignalized intersections that were analyzed don’t meet traffic signal spacing requirements and/or don’t meet a traffic signal warrant. Pedestrian Facilities There are sidewalks along S. Lemay Avenue and E. Drake Road. There are pedestrian cross- walks and ramps at the signalized intersection of S. Lemay Avenue and E. Drake Road. The site is within 1,320 feet of existing residential and commercial areas. Bicycle Facilities There are bicycle lanes along both S. Lemay Avenue and E. Drake Road. Local streets are not required to have designated bicycle lanes. Transit Facilities An alternative mode level of service was not required in the analysis but the area is served by an existing bus route. 2018 Background Traffic Figure 4 shows the estimated 2018 background traffic volumes. These volumes include future traffic from the previously approved Spring Creek Farms North Filing 3 and 4, Bucking Horse Filing 1 and 2, Rigden Farms Filing 6 and 17, plus 1.5% growth in background traffic. This is consistent with the assumptions in the 2012 TIA. Existing and 2018 Background Levels of Service Level of service (LOS) is a quantitative measure of the level of congestion or delay at an inter- section. Level of service is indicated on a scale from “A” to “F.” LOS A is indicative of little congestion or delay and LOS F is indicative of a high level of congestion or delay. Attached are specific level of service definitions for signalized and unsignalized intersections. The Lakeview development is in a low density mixed-use residential corridor in which an acceptable level of service for signalized intersections is LOS “D” for individual legs and move- ments. The acceptable level of service for unsignalized local street approaches to arterial streets is LOS “F”. LOS “E” and/or LOS “F” is fairly typical for unsignalized left-turn and through movements at local street approaches to arterial streets during the morning and afternoon commuter peak-hours. The intersections of S. Lemay Avenue/E. Drake Road, S. Lemay Avenue/Commercial Access/ Northern Site Access, S. Lemay Avenue/Strachan Drive/Southern Site Access and E. Drake Road/Site Access were analyzed to determine the existing and 2018 background levels of service based on the methodology of the 2010 Highway Capacity Manual (2010 HCM). Table 1 shows the level of service analysis results. The level of service reports are attached. Mr. Ward Stanford Page 4 October 28, 2013 Lakeview • E. Drake Road/Site Access: The northbound left- and right-turn movements currently operate at LOS “C” or better and are expected to operate at LOS “D” or better through 2018. • S. Lemay Avenue/Commercial Access/Northern Site Access: The eastbound left/ through movements currently operate at LOS “E” during the morning peak-hour and LOS “F” during the afternoon peak-hour. By 2018 they are expected to operate at LOS “F” during both peak-hours and the left/through movements are expected to operate at LOS “E” during the morning peak-hour. • S. Lemay Avenue/Strachan Drive/Southern Site Access: The eastbound left/through and westbound left/through movements currently operate at LOS “F” during the afternoon peak-hour. By 2018 the eastbound left-through movement is expected to operate at LOS “E” in the morning peak-hour. • S. Lemay Avenue/E. Drake Road: The overall intersection and all individual movements are expected to operate at LOS “D” or better during the morning peak-hour through 2018 with the existing signal timings. The overall intersection is currently operating at LOS “E” with a few individual movements operating at LOS “E” or LOS “F” during the afternoon peak-hour with the existing signal timings. The overall intersection and all individual movements could operate at LOS “D” or better through 2018 with modifications to the existing signal timings - primarily shifting some green time from S. Lemay Avenue to E. Drake Road. TRIP GENERATION Table 2 shows the estimated average weekday, morning peak-hour, and afternoon peak-hour trip generation for the proposed site based on the formula rates from Trip Generation, 9th Edition, 2012 by the Institute of Transportation Engineers (ITE). Coordination with City staff and the attached base assumptions form show that no alternative travel modes were assumed for the site. All trips are assumed to be vehicle based. The site is projected to generate about 473 vehicle-trips on the average weekday, with about half entering and half exiting the site during a 24-hour period. During the morning peak-hour, which generally occurs for one hour between 6:30 and 8:30 a.m., about 10 vehicles would enter and about 29 vehicles would exit the site. During the afternoon peak-hour, which generally occurs for one hour between 4:15 and 6:15 p.m., about 30 vehicles would enter and about 18 vehicles would exit the site. TRIP DISTRIBUTION AND ASSIGNMENT Figure 5 shows the estimated directional distribution of the site-generated traffic volumes on the area roadways. The estimates were based on the location of the site with respect to the regional population, employment, and activity centers and the site’s proposed land use and are consistent with the assumptions of the 2012 TIA. Mr. Ward Stanford Page 5 October 28, 2013 Lakeview SITE-GENERATED TRAFFIC Figure 6 shows the estimated site-generated traffic volumes on the area roadways, which were determined by applying the directional distribution percentages (from Figure 5) to the trip generation estimates (from Table 2). 2018 TOTAL TRAFFIC Figure 7 shows the 2018 total traffic which is the sum of the 2018 background traffic volumes (from Figure 4) and the site-generated traffic volumes (from Figure 6). PROJECTED LEVELS OF SERVICE Vehicle Level of Service The Lakeview development is in a low density mixed-use residential corridor in which an acceptable level of service for signalized intersections is LOS “D” for individual legs and move- ments. The acceptable level of service for unsignalized local street approaches to arterial streets is LOS “F”. LOS “E” and/or LOS “F” is fairly typical for unsignalized left-turn and through movements at local street approaches to arterial streets during the morning and afternoon commuter peak-hours. The intersections of S. Lemay Avenue/E. Drake Road, S. Lemay Avenue/Commercial Access/ Northern Site Access, S. Lemay Avenue/Strachan Drive/Southern Site Access and E. Drake Road/Site Access were analyzed to determine the projected levels of service for the 2018 total traffic based on the signalized and unsignalized intersection analysis procedures from the 2010 HCM. Table 1 shows the level of service analysis results. The level of service reports are attached. • E. Drake Road/Site Access: The northbound left- and right-turn movements are expected to operate at LOS “D” or better through 2018 with the addition of site traffic. • S. Lemay Avenue/Commercial Access/Northern Site Access: The eastbound left/ through movements will continue to operate LOS “F” during both 2018 peak-hours with the addition of site traffic. The westbound left-through movement is expected to continue to operate at LOS “E” during the 2018 morning peak-hour and degrade to LOS “F” in the 2018 afternoon peak-hour with the addition of site traffic. • S. Lemay Avenue/Strachan Drive/Southern Site Access: The eastbound left/through movements are expected to continue to operate at LOS “E” and LOS “F”, respectively, during the afternoon peak-hour with the addition of site traffic. The westbound left- through movement is expected to degrade to LOS “F” during the 2018 morning peak-hour and continue to operate at LOS “F” during the 2018 afternoon peak-hour with the addition of site traffic. • S. Lemay Avenue/E. Drake Road: The overall intersection and all individual movements are expected to operate at LOS “D” or better through 2018 with modifications to the existing signal timings - primarily shifting some green time from S. Lemay Avenue to E. Drake Road. Mr. Ward Stanford Page 6 October 28, 2013 Lakeview Pedestrian Level of Service The 2012 TIA included a pedestrian level of service analysis which is attached. The analysis was reviewed and originally determined to be applicable to the currently proposed land use plan and is summarized here: A map showing the pedestrian influence areas within 1,320 feet of the site and the pedestrian LOS worksheet from the 2012 TIA are attached. The numbered areas 1 through 5 refer to the following neighborhoods: 1. Woodward Governor to the northwest of the site; 2. Residential neighborhoods east of the site; 3. Residential neighborhoods south of the site; 4. Residential neighborhoods southwest of the site; 5. The commercial area west of the site (Scotch Pines). It was later determined that the 2012 TIA incorrectly identified the site as being located in an area classified as “Activity Center” which has a level of service threshold of LOS “B” for all measured categories. Review by City staff correctly identified that the 2011 Pedestrian Plan (and updated LCUASS) modified the area to be classified as “Other Areas Within City” which has a level of service threshold of LOS “C”. Based on the updated standards in the LCUASS, the property meets the “C” standard for all thresholds including directness, continuity, street crossing, visual interest, and security. Bicycle Level of Service The 2012 TIA included a bicycle level of service analysis. The analysis was reviewed and deter- mined to be applicable to the currently proposed land use plan and is summarized here: A map showing the bicycle influence areas within 1,320 feet of the site and the bicycle LOS worksheet from the 2012 TIA are attached. The only bicycle destination within this area is the Scotch Pines commercial area west of the site. The proposed site connects directly to the existing bicycle lanes on S. Lemay Avenue and E. Drake Road which results in LOS “A”. CONCLUSIONS AND RECOMMENDATIONS Trip Generation 1. The site is projected to generate about 473 vehicle-trips on the average weekday with little or no alternative mode trips expected. During the morning peak-hour about 10 vehicles would enter and about 29 vehicles would exit the site. During the afternoon peak-hour about 30 vehicles would enter and about 18 vehicles would exit the site. Access 2. The site has one existing access point on E. Drake Road and two access points on S. Lemay Avenue. The easement through the church parking lot is written to allow site traffic to pass to/from S. Lemay Avenue only via the northern site access, but it is acknowledged Mr. Ward Stanford Page 7 October 28, 2013 Lakeview that some site traffic will use the southern site access - particularly during peak-hours - this volume is expected to be minimal. 3. The southern access on S. Lemay Avenue is positively offset by about 60 feet from Strachan Drive. Positive offset means the left-turns from S. Lemay Avenue into the two side roads do not conflict. The offset could result in occasional conflicts within the two- way, left-turn lane (TWLTL) by left-turning vehicles from the two side roads. The conflicts should be minimal because of the low traffic volumes for these movements. Projected Levels of Service 4. The signalized intersection of S. Lemay Avenue and E. Drake Road is expected to operate at LOS “D” or better during the morning peak-hour for both the entire intersection and for each individual movement through 2018 with the addition of site traffic and the existing signal timings. During the afternoon peak-hour it is expected to operate at LOS “D” or better for both the entire intersection and for each individual movement through 2018 with the addition of site traffic with modifications to the existing signal timings - primarily shifting some green time from S. Lemay Avenue to E. Drake Road. 5. Some of the stop-sign controlled local street approaches to S. Lemay Avenue are expected to operate at LOS “E” or LOS “F” through 2018 which is considered acceptable for the approach of a local street to an arterial. The movements that include site traffic are all low volume movements. None of these intersections meet acceptable traffic signal spacing requirements and/or are not expected to meet traffic signal warrants now or in the future beyond 2018. 6. Acceptable pedestrian level of service is achieved. 7. Acceptable bicycle level of service is achieved. 8. An alternative modes analysis was not required although the area is served by an existing bus route. Recommended Improvements 9. The existing roadway lane geometry and traffic control shown in Figure 3 are adequate to accommodate growth in background traffic and the addition of site traffic through 2018. Signal timings adjustments at the intersection of S. Lemay Avenue and E. Drake Road may be appropriate during the afternoon peak-hour with or without the growth in background traffic or the addition of site traffic. Sight Distance 10. The AASHTO Green Book requires a minimum entering sight distance of 555 feet for left- turns onto a major street from a stop-sign when the design speed is 50 mph. The posted speed limit on E. Drake Road is only 40 mph so a 50 mph design speed should be considered conservative. The field-measured sight distance to the east was determined to be 560 feet for passenger vehicles. This distance increases as much as 100 feet if either Table 1 Intersection Levels of Service Analysis Lakeview Fort Collins, CO (LSC #130490; October, 2013) Existing Traffic 2018 Background Traffic 2018 Total Traffic Level Move- Level Move- Level Move- Level Move- Level Move- Level Move- Level Move- of ment of ment of ment of ment of ment of ment of ment Traffic Service Delay Service Delay Service Delay Service Delay Service Delay Service Delay Service Delay Intersection Location Control AM PM PM (Mitigated) AM PM (Mitigated) AM PM (Mitigated) Site Access/Drake Road TWSC NB Left C 16.2 C 21.4 C 21.4 C 17.5 D 25.4 C 17.9 D 26.4 NB Right B 10.6 B 12.5 B 12.5 B 10.9 B 13.2 B 11.0 B 13.3 WB Left A 9.0 B 10.7 B 10.7 A 9.3 B 11.3 A 9.3 B 11.4 Critical Movement Delay 16.2 21.4 21.4 17.5 25.4 17.9 26.4 Lemay Ave/Commercial Access/North Site Access TWSC NB Left A 9.7 C 17.5 C 17.5 A 9.9 C 19.6 A 9.9 C 19.6 EB Left/Through E 49.0 F >120 F >120 F 62.8 F >120 F 66.5 F >120 EB Right B 11.3 C 20.7 C 20.7 B 11.6 C 22.9 B 11.6 C 22.9 WB Left/Through D 32.1 B 12.2 B 12.2 E 37.1 B 12.5 E 35.1 F >120 WB Right B 11.8 B 12.2 B 12.2 B 12.2 B 12.6 B 12.3 B 12.6 SB Left B 10.1 B 10.4 B 10.4 B 10.5 B 10.7 B 10.5 B 10.9 Critical Movement Delay 49.0 >120 >120 62.8 >120 66.5 >120 Lemay Ave/Strachan Drive//South Site Access TWSC NB Left A 9.3 B 13.4 B 13.4 A 9.5 B 14.3 A 9.6 B 14.3 EB Left/Through D 34.1 F 119.0 F 119.0 E 40.4 F >120 E 40.4 F >120 EB Right B 11.0 C 15.4 C 15.4 B 11.3 C 16.4 B 11.3 C 16.4 WB Left/Through A 0.0 F 116.6 F 116.6 A 0.0 F >120 F 55.4 F >120 WB Right A 0.0 B 12.9 B 12.9 A 0.0 B 13.3 A 0.0 B 13.3 SB Left B 10.4 B 11.1 B 11.1 B 10.8 B 11.4 B 10.8 B 11.5 Critical Movement Delay 34.1 119.0 119.0 40.4 >120 55.4 >120 Lemay Avenue/Drake Road Signalized EB Left C 29.0 E 61.8 D 36.5 C 32.9 D 46.1 C 33.2 D 46.1 EB Through/Right C 34.9 F 128.1 D 47.1 D 35.9 D 52.3 D 36.0 D 53.2 WB Left C 27.7 D 55.0 D 37.8 C 28.3 D 50.2 C 28.4 D 51.4 WB Through D 39.0 E 70.0 D 36.6 D 41.6 D 37.1 D 41.8 D 37.1 WB Right C 32.6 D 40.9 C 30.8 C 32.8 C 30.4 C 32.9 C 30.4 NB Left B 14.3 B 19.1 C 27.6 B 15.8 D 36.5 B 15.9 D 38.4 NB Through/Right C 20.7 C 20.8 C 27.2 C 23.3 C 29.1 C 23.6 C 29.3 SB Left B 15.4 B 15.0 C 20.5 B 17.2 C 22.5 B 17.4 C 22.8 SB Through/Right C 20.1 C 24.9 C 34.2 C 22.3 D 39.1 C 22.6 D 39.6 Entire Intersection Delay (sec /veh) 27.6 56.5 35.7 29.9 39.9 30.1 40.4 Entire Intersection LOS C E D C D C D Table 2 ESTIMATED TRAFFIC GENERATION Lakeview Fort Collins, CO (LSC #130490; October, 2013) Trip Generation Rates (1) Vehicle - Trips Generated Average AM Peak Hour PM Peak Hour Average AM Peak Hour PM Peak - Hour Trip Generating Category Quantity Weekday In Out In Out Weekday In Out In Out DU (3) 11.26 0.233 0.699 0.722 0.424 473 10 29 30 18 Single-Family Residential (2) 42 Notes: (1) Source: Trip Generation, Institute of Transportation Engineers, 9th Edition, 2012 (2) ITE Land Use No. 210, Single-Family Detached Housing - formula rate (3) DU = Dwelling Units E. DRAKE ROAD S. LEMAY AVE. LSC TRANSPORTATION CONSULTANTS, INC. 1889 York Street Denver, CO 80206 (303) 333-1105 FAX (303) 333-1107 E-mail: lsc@lscdenver.com October 1, 2013 Mr. Ward Stanford Traffic Systems Engineer City of Fort Collins 626 Linden Street Fort Collins, CO 80521 Re: Lakeview Fort Collins, CO LSC #130490 Dear Mr. Stanford: At your request, we have prepared this response to address the comments received from the City of of Fort Collins regarding our August 21, 2013 traffic impact analysis (TIA) for the Lake- view development. We have also included responses to comments received at the neighborhood meeting. The following are the comments and our responses: Topic: Traffic Impact Study Comment 1: The TIS will need to be revised as it doesn’t appear that a scoping session was conducted before the preparation of the TIS. The TIS does not follow city require- ments outlined in Chapter 4 of the Larimer County Urban Area Street Standards (LCUASS). Aspects that are missing or in error are: No scoping sheet (Attachment A) provided in the appendix; Response: A scoping phone call was conducted with Ward Stanford on September 24th and the resulting scoping sheet is attached to the updated TIS. Typical short term time frame is 5 years from proposal; Response: The updated TIS assumes 2018 as the short-term time frame per the scoping sheet. TIS does not review the Lemay and Drake intersection; Response: The updated TIS includes this intersection per the scoping sheet. No discussion about concerns raised at the neighborhood meeting; Mr. Ward Stanford Page 2 October 1, 2013 Lakeview Response to Comments Response: The updated TIS includes a discussion of the neighborhood concerns. No alternative modes review, analysis or discussion as required by City codes; Response: The scoping sheet shows no alternative mode review is required. No tables providing the Existing, Background and Total LOS findings from the appendices; Response: Table 1 of the previous TIS includes this information and was revised and included in the updated TIS. The south parking lot access to Lemay was not evaluated nor any discussion provided concerning it’s offset with Strachan Dr. Response: The updated TIS includes this access per the scoping sheet. What are the LOS’s the project needs to adhere to per the Structure plan; Response: The theshold LOS’s for the various analyses are summarized in the updated TIS. These things and others are typically covered in the scoping session or found in Chapter 4 of the LCUASS. Response: The scoping session was held and the resulting scoping sheet is included in the updated TIS. Comment 2: Traffic agrees with the conclusion in the paragraph on sight distance at the Drake Rd access but the sight distance needs to also be reviewed for not using the two way left turn lane as motorists will not see a need to use the turn lane if they do not see traffic coming from the east and pull out into the west bound travel lane thinking it was clear to do so. Please use the latest edition of the AASHTO green book for the applicable sight distance requirements instead of those found in the LCUASS. Response: The updaed TIS includes this information. Comment 3: The TIS needs to review the Lemay and Drake intersection as well as the south access from the church parking lot, unless the development is proposing to restrict access to the south church access on Lemay. If so discussion of the restriction and it's planned effectiveness need to be provided. Response: The updated TIS includes this information per the scoping sheet. Comment 4: The TIS should provide an estimate of expected delay to exiting left turning traffic from each access point onto Drake and onto Lemay. Excess delays may need to require additional lanes for right and left turning traffic. Mr. Ward Stanford Page 3 October 1, 2013 Lakeview Response to Comments Response: The updated TIS includes this information in Table 1. Topic: Variance Request Comment 6: Traffic Operations is in agreement with the sight distance variance request with one requested revision. The variance needs to provide that entering/exiting motorists can see each other at the 7.5 second distance of 555 feet. If that distance is not visible then the variance should request and validate a distance that is visible without necessitating the use of the TWLTL. Response: The updated variance request addresses this comment. Topic: Transportation Planning Comment 2: There is no Bike or Pedestrian Level of Service analysis in the Traffic Study. Please conduct the required analysis per the Traffic Impact Study requirements in the Larimer County Urban Area Street Standards (LCUASS). Response: The April, 2012 Regency Lakeview TIS by Delich Associates included both a Bike and Pedestrian Level of Service analysis. We have reviewed each and found them applicable so have included similar analyses in the updated TIA. Topic: Neighborhood Meeting Comment 1: The access drive onto Drake is too close to the intersection. When traffic backs up from the intersection, it will be difficult to turn left to go west on Drake. Response: The site is expected to generate a relatively low volume of traffic so any queuing at this intersection due to site traffic will be minimal. Comment 2: The Transportation Impact Study needs to account for all projects in the vicinity that are presently under construction. Response: The updated TIS includes future traffic for approved projects in the area as well as growth in background traffic through 2018. Comment 3: Will there be access off Lemay Avenue? Response: The existing access drives off Lemay will remain and there will be a cross access agreement with the church across the parking lot to the northern driveway. There will be no new driveways on Lemay. Comment 4: The access driveway on Drake looks narrow and may need to be widened. Response: The width of this driveway appears to be adequate to serve the anticipated traffic expected with the proposed number of houses. Mr. Ward Stanford Page 4 October 1, 2013 Lakeview Response to Comments Comment 5: I have observed that Sunday traffic uses the south access drive to turn right to go north on Lemay. Response: It is expected that any site traffic turning right on S. Lemay Avenue would use the northern driveway to avoid adverse travel time and distance. Comment 6: The Drake access looks too close to the building. Response: The alignment of the Drake access is acceptable to both the church and the Lake- view development team. Comment 7: Our preference is that you keep your traffic off the church's south access drive or mitigate the impacts. Response: The easement between the site and S. Lemay Avenue is only via the northern driveway. It is possible a small amount of site traffic could use the southern drive- way to turn south on S. Lemay Avenue. Comment 8: For the south access, how about installing a gate that would be closed six days per week but open only on Sunday's? Response: This was not considered in the traffic study because of the low volume of site traffic expected to use the southern driveway. Comment 9: Crossing Lemay to get to the shopping center is dangerous. Response: The City sets the signal timings and is responsible for providing enough time for pedestrians to cross S. Lemay Avenue. Comment 10: Access to Lemay via the church's southern driveway is impactful. Using this driveway should be discouraged by making the route circuitous. Response: The easement between the site and S. Lemay Avenue is only via the northern driveway. It is possible a small amount of site traffic could use the southern drive- way to travel to/from the south on S. Lemay Avenue. Comment 11: It's difficult to look east to see westbound traffic on Drake when trying to exit the church property at their Drake driveway. Response: A sight distance analysis is included in the updated TIS. It shows there is acceptable sight distance for a passenger vehicle to turn left onto E. Drake Road assuming a design speed of 50 mph. * * * Mr. Ward Stanford Page 5 October 1, 2013 Lakeview Response to Comments We trust that these responses will assist in the planning efforts for the Lakeview development. Please call us if we can be of further assistance. Sincerely, LSC TRANSPORTATION CONSULTANTS, INC. By___________________________________________ Christopher S. McGranahan, P.E., PTOE CSM/wc Z:\LSC\Projects\2013\130490-Lakeview\Sept-2013\Response-100113.wpd SCALE: 1"=1000' PEDESTRIAN INFLUENCE AREA DELICH ASSOCIATES Drake Road Lemay Avenue Strachan Drive Dorado Court Brookwood Drive Timberline Road Brookwood Drive Horsetooth Road Lemay Avenue 95 Pedestrian LOS Worksheet Project Location Classification: Activity Center 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 B B B B B 1 Actual A C C B B Woodward Governor to the northeast Industrial Proposed A C C B B Minimum B B B B B 2 Actual C C A B B Neighborhood to the east Residential Proposed C C A B B Minimum B B B B B 3 Actual E/F C A B B Neighborhood to the south Residential Proposed E/F C A B B Minimum B B B B B 4 Actual E/F C C B B Neighborhood to the southwest Residential Proposed E/F C C B B Minimum B B B B B 5 Actual B C C B B Scotch Pines to the west Commercial Proposed B C C B B Minimum 6 Actual Proposed Minimum 7 Actual Proposed Minimum 8 Actual Proposed Minimum 9 Actual Proposed Minimum 10 Actual Proposed 96 SCALE: 1"=1000' BICYCLE INFLUENCE AREA DELICH ASSOCIATES Drake Road Lemay Avenue Strachan Drive Dorado Court Brookwood Drive Timberline Road Brookwood Drive Horsetooth Road Lemay Avenue 97 Bicycle LOS Worksheet Level of Service – Connectivity Minimum Actual Proposed Base Connectivity: C A A Specific connections to priority sites: Description of Applicable Destination Area Within 1320’ Destination Area Classification 1 Scotch Pines to the west Commercial B A A 2 3 4 98 LEVEL OF SERVICE DEFINITIONS From Highway Capacity Manual, Transportation Research Board, 2010 SIGNALIZED INTERSECTION LEVEL OF SERVICE (LOS) LOS Average Vehicle Delay sec/vehicle Operational Characteristics A <10 seconds Describes operations with low control delay, up to 10 sec/veh. This LOS occurs when progression is extremely favorable and most vehicles arrive during the green phase. Many vehicles do not stop at all. Short cycle lengths may tend to contribute to low delay values. B 10 to 20 seconds Describes operations with control delay greater than 10 seconds and up to 20 sec/veh. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of delay. C 20 to 35 seconds Describes operations with control delay greater than 20 and up to 35 sec/veh. These higher delays may result from only fair progression, longer cycle length, or both. Individual cycle failures may begin to appear at this level. Cycle failure occurs when a given green phase does not serve queued vehicles, and overflows occur. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. D 35 to 55 seconds Describes operations with control delay greater than 35 and up to 55 sec/veh. At LOS D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, and high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. E 55 to 80 seconds Describes operations with control delay greater than 55 and up to 80 sec/veh. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent. F >80 seconds Describes operations with control delay in excess of 80 sec/veh. This level, considered unacceptable to most drivers, often occurs with over-saturation, that is, when arrival flow rates exceed the capacity of lane groups. It may also occur at high v/c ratios with many individual cycle failures. Poor progression and long cycle lengths may also contribute significantly to high delay levels. LEVEL OF SERVICE DEFINITIONS From Highway Capacity Manual, Transportation Research Board, 2010 UNSIGNALIZED INTERSECTION LEVEL OF SERVICE (LOS) Applicable to Two-Way Stop Control, All-Way Stop Control, and Roundabouts LOS Average Vehicle Control Delay Operational Characteristics A <10 seconds Normally, vehicles on the stop-controlled approach only have to wait up to 10 seconds before being able to clear the intersection. Left-turning vehicles on the uncontrolled street do not have to wait to make their turn. B 10 to 15 seconds Vehicles on the stop-controlled approach will experience delays before being able to clear the intersection. The delay could be up to 20 seconds. Left-turning vehicles on the uncontrolled street may have to wait to make their turn. C 15 to 25 seconds Vehicles on the stop-controlled approach can expect delays in the range of 30 to 40 seconds before clearing the intersection. Motorists may begin to take chances due to the long delays, thereby posing a safety risk to through traffic. Left-turning vehicles on the uncontrolled street will now be required to wait to make their turn causing a queue to be created in the turn lane. D 25 to 35 seconds This is the point at which a traffic signal may be warranted for this intersection. The delays for the stop-controlled intersection are not considered to be excessive, exceeding 35 seconds on a regular basis. The length of the queue may begin to block other public and private access points. E 35 to 50 seconds The delays for all critical traffic movements are considered to be unacceptable. The length of the queues for the stop-controlled approaches as well as the left-turn movements are extremely long. There is a high probability that this intersection will meet traffic signal warrants. The ability to install a traffic signal is affected by the location of other existing traffic signals. Consideration may be given to restricting the accesses by eliminating the left-turn move- ments from and to the stop-controlled approach. F >50 seconds The delay for the critical traffic movements are probably in excess of 100 seconds. The length of the queues are extremely long. Motorists are selecting alternative routes due to the long delays. The only remedy for these long delays in installing a traffic signal or restricting the accesses. The potential for accidents at this inter- section are extremely high due to motorist taking more risky chances. If the median permits, motorists begin making two-stage left-turns. HCM 2010 TWSC Existing 2: Site Access & Drake Road AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 587 6 2 751 1 2 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2222 2 2 Mvmt Flow 691 7 2 884 1 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 698 0 1140 349 Stage 1 ---- 694 - Stage 2 ---- 446 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 894 - 194 647 Stage 1 ---- 457 - Stage 2 ---- 612 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 894 - 194 647 Mov Capacity-2 Maneuver ---- 324 - Stage 1 ---- 457 - Stage 2 ---- 611 - Approach EB WB NB HCM Control Delay, s 0 0 12.5 HCM LOS B Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 324 647 - - 894 - HCM Lane V/C Ratio 0.004 0.004 - - 0.003 - HCM Control Delay (s) 16.2 10.6 - - 9.037 - HCM Lane LOS C B A HCM 95th %tile Q(veh) 0.011 0.011 - - 0.008 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Existing 3: Lemay Avenue & Commercial Access/North Site Access AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 28 1 19 1 0 2 30 810 3 7 616 86 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 222222222222 Mvmt Flow 33 1 22 1 0 2 35 953 4 8 725 101 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1339 1819 413 1404 1867 478 826 0 0 956 0 0 Stage 1 792 792 - 1025 1025 ------- Stage 2 547 1027 - 379 842 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 111 77 588 99 72 534 800 - - 715 - - Stage 1 349 399 - 252 311 ------- Stage 2 489 310 - 615 378 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 106 73 588 90 68 534 800 - - 715 - - Mov Capacity-2 Maneuver 106 73 - 90 68 ------- Stage 1 334 395 - 241 297 ------- Stage 2 466 296 - 583 374 ------- Approach EB WB NB SB HCM Control Delay, s 39.1 23.1 0.3 0.1 HCM LOS E C Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 800 - - 122 588 135 534 715 - - HCM Lane V/C Ratio 0.044 - - 0.341 0.025 0.015 0.003 0.012 - - HCM Control Delay (s) 9.708 - - 49 11.3 32.1 11.8 10.094 - - HCM Lane LOS A E B D B B HCM 95th %tile Q(veh) 0.138 - - 1.365 0.078 0.044 0.009 0.035 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Existing 6: Lemay Avenue & Strachan Drive/South Site Access AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 15 0 15 0003 87903 6527 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 222222222222 Mvmt Flow 18 0 18 0004 1034 0 4 767 8 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1302 1819 388 1432 1823 517 775 0 0 1034 0 0 Stage 1 778 778 - 1041 1041 ------- Stage 2 524 1041 - 391 782 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 118 77 611 95 76 503 837 - - 668 - - Stage 1 355 405 - 246 305 ------- Stage 2 504 305 - 605 403 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 117 76 611 92 75 503 837 - - 668 - - Mov Capacity-2 Maneuver 117 76 - 92 75 ------- Stage 1 353 403 - 245 304 ------- Stage 2 502 304 - 584 401 ------- Approach EB WB NB SB HCM Control Delay, s 26.4 0 0 0 HCM LOS D A Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 837 - - 147 611 0 0 668 - - HCM Lane V/C Ratio 0.004 - - 0.16 0.019 + + 0.005 - - HCM Control Delay (s) 9.319 - - 34.1 11 0 0 10.418 - - HCM Lane LOS A D BAAB HCM 95th %tile Q(veh) 0.013 - - 0.552 0.059 + + 0.016 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Existing 64: Lemay Avenue & Drake Road AM Peak Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 175 438 90 101 559 92 110 658 72 84 518 133 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 312 790 162 295 862 366 452 1655 0 379 1617 0 Arrive On Green 0.11 0.26 0.26 0.08 0.23 0.23 0.07 0.44 0.00 0.06 0.43 0.00 Sat Flow, veh/h 1774 2992 613 1774 3725 1581 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 206 320 301 119 658 108 129 774 0 99 609 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1742 1774 1863 1581 1774 1863 0 1774 1863 0 Q Serve(g_s), s 8.1 15.4 15.6 5.0 16.7 5.7 3.9 14.8 0.0 3.0 11.2 0.0 Cycle Q Clear(g_c), s 8.1 15.4 15.6 5.0 16.7 5.7 3.9 14.8 0.0 3.0 11.2 0.0 Prop In Lane 1.00 0.35 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 312 492 460 295 862 366 452 1655 0 379 1617 0 V/C Ratio(X) 0.66 0.65 0.66 0.40 0.76 0.30 0.29 0.47 0.00 0.26 0.38 0.00 Avail Cap(c_a), veh/h 328 607 567 299 1066 453 508 1655 0 418 1617 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 24.4 33.1 33.2 26.9 36.4 32.1 13.9 19.8 0.0 15.0 19.4 0.0 Incr Delay (d2), s/veh 4.6 1.7 1.9 0.9 2.6 0.4 0.3 1.0 0.0 0.4 0.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 4.3 7.2 6.9 2.2 7.9 2.3 1.6 6.7 0.0 1.2 5.1 0.0 Lane Grp Delay (d), s/veh 29.0 34.9 35.1 27.7 39.0 32.6 14.3 20.7 0.0 15.4 20.1 0.0 Lane Grp LOS CCDCDCBC BC Approach Vol, veh/h 827 885 903 708 Approach Delay, s/veh 33.5 36.7 19.8 19.4 Approach LOS C D B B Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 14.1 31.7 10.8 28.4 9.8 50.0 8.8 49.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 11.0 32.0 7.0 28.0 9.0 44.0 7.0 42.0 Max Q Clear Time (g_c+I1), s 10.1 17.6 7.0 18.7 5.9 16.8 5.0 13.2 Green Ext Time (p_c), s 0.1 4.6 0.0 3.7 0.1 6.0 0.0 6.1 Intersection Summary HCM 2010 Ctrl Delay 27.6 HCM 2010 LOS C Notes HCM 2010 TWSC Existing 2: Site Access & Drake Road PM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 980 1 1 751 1 2 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2222 2 2 Mvmt Flow 1089 1 1 834 1 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1090 0 1508 545 Stage 1 ---- 1089 - Stage 2 ---- 419 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 636 - 111 482 Stage 1 ---- 284 - Stage 2 ---- 632 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 636 - 111 482 Mov Capacity-2 Maneuver ---- 220 - Stage 1 ---- 284 - Stage 2 ---- 631 - Approach EB WB NB HCM Control Delay, s 0 0 15.5 HCM LOS C Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 220 482 - - 636 - HCM Lane V/C Ratio 0.005 0.005 - - 0.002 - HCM Control Delay (s) 21.4 12.5 - - 10.67 - HCM Lane LOS C B B HCM 95th %tile Q(veh) 0.015 0.014 - - 0.005 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Existing 3: Lemay Avenue & Commercial Access/North Site Access PM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 29.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 36 0 135 0 0 2 108 929 2 1 1269 166 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 40 0 150 0 0 2 120 1032 2 1 1410 184 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2260 2778 797 1980 2870 517 1594 0 0 1034 0 0 Stage 1 1504 1504 - 1273 1273 ------- Stage 2 756 1274 - 707 1597 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver # 22 19 329 37 16 503 407 - - 668 - - Stage 1 127 183 - 177 237 ------- Stage 2 366 236 - 392 164 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver # 17 13 329 16 11 503 407 - - 668 - - Mov Capacity-2 Maneuver # 17 13 - 16 11 ------- Stage 1 90 183 - 125 167 ------- Stage 2 257 166 - 213 164 ------- Approach EB WB NB SB HCM Control Delay, s $ 445.9 12.2 1.8 0 HCM LOS F B Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 407 - - 36 329 503 503 668 - - HCM Lane V/C Ratio 0.295 - - 2.5 0.304 0.001 0.003 0.002 - - HCM Control Delay (s) 17.501 - - $ 918.3 20.7 12.2 12.2 10.398 - - HCM Lane LOS C F C B B B HCM 95th %tile Q(veh) 1.213 - - 10.094 1.255 0.004 0.009 0.005 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Existing 6: Lemay Avenue & Strachan Drive/South Site Access PM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 8 0 15 6 0 1 16 1041 9 1 1319 19 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 9 0 17 7 0 1 18 1157 10 1 1466 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2092 2680 743 1932 2686 583 1487 0 0 1167 0 0 Stage 1 1478 1478 - 1197 1197 ------- Stage 2 614 1202 - 735 1489 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 30 22 358 40 21 456 448 - - 594 - - Stage 1 132 188 - 197 257 ------- Stage 2 446 256 - 377 186 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 29 21 358 37 20 456 448 - - 594 - - Mov Capacity-2 Maneuver 29 21 - 37 20 ------- Stage 1 127 188 - 189 247 ------- Stage 2 427 246 - 359 186 ------- Approach EB WB NB SB HCM Control Delay, s 74 106.7 0.2 0 HCM LOS F F Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 448 - - 45 358 39 456 594 - - HCM Lane V/C Ratio 0.04 - - 0.321 0.031 0.18 0.002 0.002 - - HCM Control Delay (s) 13.368 - - 119 15.4 116.6 12.9 11.072 - - HCM Lane LOS B F C F B B HCM 95th %tile Q(veh) 0.124 - - 1.101 0.096 0.577 0.005 0.006 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Existing 64: Lemay Avenue & Drake Road PM Peak Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 219 744 130 186 713 112 126 734 107 131 1120 192 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 260 697 122 239 780 331 287 1803 0 415 1811 0 Arrive On Green 0.11 0.23 0.23 0.09 0.21 0.21 0.06 0.48 0.00 0.06 0.49 0.00 Sat Flow, veh/h 1774 3080 539 1774 3725 1581 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 231 474 446 196 751 118 133 773 0 138 1179 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1756 1774 1863 1581 1774 1863 0 1774 1863 0 Q Serve(g_s), s 11.7 27.0 27.0 10.4 23.8 7.6 4.4 16.1 0.0 4.5 28.4 0.0 Cycle Q Clear(g_c), s 11.7 27.0 27.0 10.4 23.8 7.6 4.4 16.1 0.0 4.5 28.4 0.0 Prop In Lane 1.00 0.31 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 260 421 397 239 780 331 287 1803 0 415 1811 0 V/C Ratio(X) 0.89 1.12 1.12 0.82 0.96 0.36 0.46 0.43 0.00 0.33 0.65 0.00 Avail Cap(c_a), veh/h 260 421 397 239 780 331 297 1803 0 481 1811 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 32.8 46.2 46.2 35.2 46.7 40.3 17.9 20.1 0.0 14.5 23.1 0.0 Incr Delay (d2), s/veh 29.0 82.0 83.2 19.8 23.3 0.6 1.2 0.7 0.0 0.5 1.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 7.2 22.2 21.1 5.8 13.7 3.0 1.9 7.3 0.0 1.9 13.1 0.0 Lane Grp Delay (d), s/veh 61.8 128.1 129.4 55.0 70.0 40.9 19.1 20.8 0.0 15.0 24.9 0.0 Lane Grp LOS E F F D E D B C B C Approach Vol, veh/h 1151 1065 906 1317 Approach Delay, s/veh 115.3 64.0 20.6 23.9 Approach LOS F E C C Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 16.0 32.0 14.0 30.0 10.3 62.7 10.6 63.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 12.0 26.0 10.0 24.0 7.0 53.0 11.0 57.0 Max Q Clear Time (g_c+I1), s 13.7 29.0 12.4 25.8 6.4 18.1 6.5 30.4 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 10.4 0.1 9.7 Intersection Summary HCM 2010 Ctrl Delay 56.5 HCM 2010 LOS E Notes HCM 2010 TWSC Existing 2: Site Access & Drake Road PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 980 1 1 751 1 2 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2222 2 2 Mvmt Flow 1089 1 1 834 1 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1090 0 1508 545 Stage 1 ---- 1089 - Stage 2 ---- 419 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 636 - 111 482 Stage 1 ---- 284 - Stage 2 ---- 632 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 636 - 111 482 Mov Capacity-2 Maneuver ---- 220 - Stage 1 ---- 284 - Stage 2 ---- 631 - Approach EB WB NB HCM Control Delay, s 0 0 15.5 HCM LOS C Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 220 482 - - 636 - HCM Lane V/C Ratio 0.005 0.005 - - 0.002 - HCM Control Delay (s) 21.4 12.5 - - 10.67 - HCM Lane LOS C B B HCM 95th %tile Q(veh) 0.015 0.014 - - 0.005 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Existing 3: Lemay Avenue & Commercial Access/North Site Access PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 29.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 36 0 135 0 0 2 108 929 2 1 1269 166 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 40 0 150 0 0 2 120 1032 2 1 1410 184 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2260 2778 797 1980 2870 517 1594 0 0 1034 0 0 Stage 1 1504 1504 - 1273 1273 ------- Stage 2 756 1274 - 707 1597 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver # 22 19 329 37 16 503 407 - - 668 - - Stage 1 127 183 - 177 237 ------- Stage 2 366 236 - 392 164 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver # 17 13 329 16 11 503 407 - - 668 - - Mov Capacity-2 Maneuver # 17 13 - 16 11 ------- Stage 1 90 183 - 125 167 ------- Stage 2 257 166 - 213 164 ------- Approach EB WB NB SB HCM Control Delay, s $ 445.9 12.2 1.8 0 HCM LOS F B Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 407 - - 36 329 503 503 668 - - HCM Lane V/C Ratio 0.295 - - 2.5 0.304 0.001 0.003 0.002 - - HCM Control Delay (s) 17.501 - - $ 918.3 20.7 12.2 12.2 10.398 - - HCM Lane LOS C F C B B B HCM 95th %tile Q(veh) 1.213 - - 10.094 1.255 0.004 0.009 0.005 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Existing 6: Lemay Avenue & Strachan Drive/South Site Access PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 8 0 15 6 0 1 16 1041 9 1 1319 19 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 9 0 17 7 0 1 18 1157 10 1 1466 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2092 2680 743 1932 2686 583 1487 0 0 1167 0 0 Stage 1 1478 1478 - 1197 1197 ------- Stage 2 614 1202 - 735 1489 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 30 22 358 40 21 456 448 - - 594 - - Stage 1 132 188 - 197 257 ------- Stage 2 446 256 - 377 186 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 29 21 358 37 20 456 448 - - 594 - - Mov Capacity-2 Maneuver 29 21 - 37 20 ------- Stage 1 127 188 - 189 247 ------- Stage 2 427 246 - 359 186 ------- Approach EB WB NB SB HCM Control Delay, s 74 106.7 0.2 0 HCM LOS F F Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 448 - - 45 358 39 456 594 - - HCM Lane V/C Ratio 0.04 - - 0.321 0.031 0.18 0.002 0.002 - - HCM Control Delay (s) 13.368 - - 119 15.4 116.6 12.9 11.072 - - HCM Lane LOS B F C F B B HCM 95th %tile Q(veh) 0.124 - - 1.101 0.096 0.577 0.005 0.006 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Existing 64: Lemay Avenue & Drake Road PM - mitigated Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 219 744 130 186 713 112 126 734 107 131 1120 192 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 310 931 163 269 1126 478 230 1508 0 342 1508 0 Arrive On Green 0.09 0.30 0.30 0.09 0.30 0.30 0.06 0.40 0.00 0.06 0.40 0.00 Sat Flow, veh/h 1774 3081 539 1774 3725 1582 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 231 473 447 196 751 118 133 773 0 138 1179 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1757 1774 1863 1582 1774 1863 0 1774 1863 0 Q Serve(g_s), s 10.5 27.6 27.6 8.7 20.5 6.5 5.0 18.1 0.0 5.2 32.0 0.0 Cycle Q Clear(g_c), s 10.5 27.6 27.6 8.7 20.5 6.5 5.0 18.1 0.0 5.2 32.0 0.0 Prop In Lane 1.00 0.31 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 310 563 531 269 1126 478 230 1508 0 342 1508 0 V/C Ratio(X) 0.74 0.84 0.84 0.73 0.67 0.25 0.58 0.51 0.00 0.40 0.78 0.00 Avail Cap(c_a), veh/h 310 626 590 269 1252 531 230 1508 0 342 1508 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 27.1 37.9 37.9 28.3 35.4 30.5 24.1 25.9 0.0 19.8 30.1 0.0 Incr Delay (d2), s/veh 9.4 9.2 9.8 9.5 1.2 0.3 3.5 1.2 0.0 0.8 4.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 5.3 14.1 13.3 6.4 9.6 2.6 2.3 8.4 0.0 2.3 15.4 0.0 Lane Grp Delay (d), s/veh 36.5 47.1 47.6 37.8 36.6 30.8 27.6 27.2 0.0 20.5 34.2 0.0 Lane Grp LOS DDDDDCCC CC Approach Vol, veh/h 1151 1065 906 1317 Approach Delay, s/veh 45.2 36.2 27.3 32.7 Approach LOS DDCC Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 14.0 40.1 14.0 40.1 10.0 52.0 10.0 52.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 10.0 38.0 10.0 38.0 6.0 46.0 6.0 46.0 Max Q Clear Time (g_c+I1), s 12.5 29.6 10.7 22.5 7.0 20.1 7.2 34.0 Green Ext Time (p_c), s 0.0 4.5 0.0 6.4 0.0 9.6 0.0 6.6 Intersection Summary HCM 2010 Ctrl Delay 35.7 HCM 2010 LOS D Notes HCM 2010 TWSC 2018 Background 2: Site Access & Drake Road AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 650 6 2 850 1 2 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2222 2 2 Mvmt Flow 765 7 2 1000 1 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 772 0 1273 386 Stage 1 ---- 768 - Stage 2 ---- 505 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 839 - 159 612 Stage 1 ---- 418 - Stage 2 ---- 571 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 839 - 159 612 Mov Capacity-2 Maneuver ---- 290 - Stage 1 ---- 418 - Stage 2 ---- 570 - Approach EB WB NB HCM Control Delay, s 0 0 13.1 HCM LOS B Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 290 612 - - 839 - HCM Lane V/C Ratio 0.004 0.004 - - 0.003 - HCM Control Delay (s) 17.5 10.9 - - 9.303 - HCM Lane LOS C B A HCM 95th %tile Q(veh) 0.012 0.012 - - 0.008 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Background 3: Lemay Avenue & Commercial Access/North Site Access AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 29 1 19 1 0 2 31 875 3 7 665 88 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 222222222222 Mvmt Flow 34 1 22 1 0 2 36 1029 4 8 782 104 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1439 1957 443 1512 2006 516 886 0 0 1033 0 0 Stage 1 851 851 - 1104 1104 ------- Stage 2 588 1106 - 408 902 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 94 63 562 83 59 504 760 - - 668 - - Stage 1 321 375 - 225 285 ------- Stage 2 462 284 - 591 355 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 89 59 562 75 56 504 760 - - 668 - - Mov Capacity-2 Maneuver 89 59 - 75 56 ------- Stage 1 306 371 - 214 272 ------- Stage 2 438 271 - 559 351 ------- Approach EB WB NB SB HCM Control Delay, s 49.6 26 0.3 0.1 HCM LOS E D Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 760 - - 103 562 114 504 668 - - HCM Lane V/C Ratio 0.048 - - 0.415 0.027 0.017 0.003 0.012 - - HCM Control Delay (s) 9.975 - - 62.8 11.6 37.1 12.2 10.456 - - HCM Lane LOS A F BEBB HCM 95th %tile Q(veh) 0.151 - - 1.731 0.082 0.052 0.009 0.037 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Background 6: Lemay Avenue & Strachan Drive/South Site Access AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 15 0 15 0003 94503 7007 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 222222222222 Mvmt Flow 18 0 18 0004 1112 0 4 824 8 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1398 1954 416 1538 1958 556 832 0 0 1112 0 0 Stage 1 835 835 - 1119 1119 ------- Stage 2 563 1119 - 419 839 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 100 63 585 79 63 475 796 - - 624 - - Stage 1 328 381 - 220 280 ------- Stage 2 478 280 - 582 379 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 99 62 585 76 62 475 796 - - 624 - - Mov Capacity-2 Maneuver 99 62 - 76 62 ------- Stage 1 326 379 - 219 279 ------- Stage 2 476 279 - 561 377 ------- Approach EB WB NB SB HCM Control Delay, s 30.7 0 0 0 HCM LOS D A Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 796 - - 125 585 0 0 624 - - HCM Lane V/C Ratio 0.004 - - 0.188 0.02 + + 0.006 - - HCM Control Delay (s) 9.543 - - 40.4 11.3 0 0 10.802 - - HCM Lane LOS A EBAAB HCM 95th %tile Q(veh) 0.013 - - 0.661 0.062 + + 0.017 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary 2018 Background 64: Lemay Avenue & Drake Road AM Peak Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 188 485 96 114 630 104 119 709 79 93 550 142 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 305 851 168 290 919 390 425 1596 0 349 1557 0 Arrive On Green 0.11 0.28 0.28 0.08 0.25 0.25 0.07 0.43 0.00 0.06 0.42 0.00 Sat Flow, veh/h 1774 3014 594 1774 3725 1581 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 221 352 332 134 741 122 140 834 0 109 647 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1746 1774 1863 1581 1774 1863 0 1774 1863 0 Q Serve(g_s), s 8.8 17.6 17.7 5.8 19.7 6.6 4.5 17.3 0.0 3.6 12.8 0.0 Cycle Q Clear(g_c), s 8.8 17.6 17.7 5.8 19.7 6.6 4.5 17.3 0.0 3.6 12.8 0.0 Prop In Lane 1.00 0.34 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 305 526 493 290 919 390 425 1596 0 349 1557 0 V/C Ratio(X) 0.72 0.67 0.67 0.46 0.81 0.31 0.33 0.52 0.00 0.31 0.42 0.00 Avail Cap(c_a), veh/h 309 585 548 290 1028 437 468 1596 0 376 1557 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 24.9 33.4 33.4 27.2 37.2 32.3 15.4 22.1 0.0 16.7 21.5 0.0 Incr Delay (d2), s/veh 8.0 2.6 2.8 1.2 4.4 0.5 0.4 1.2 0.0 0.5 0.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 6.5 8.4 7.9 2.6 9.6 2.6 1.8 7.9 0.0 1.5 5.9 0.0 Lane Grp Delay (d), s/veh 32.9 35.9 36.2 28.3 41.6 32.8 15.8 23.3 0.0 17.2 22.3 0.0 Lane Grp LOS CDDCDCBC BC Approach Vol, veh/h 905 997 974 756 Approach Delay, s/veh 35.3 38.7 22.3 21.6 Approach LOS DDCC Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 14.8 34.7 11.0 30.9 10.5 50.0 9.4 48.9 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 11.0 32.0 7.0 28.0 9.0 44.0 7.0 42.0 Max Q Clear Time (g_c+I1), s 10.8 19.7 7.8 21.7 6.5 19.3 5.6 14.8 Green Ext Time (p_c), s 0.0 4.9 0.0 3.2 0.1 6.4 0.0 6.6 Intersection Summary HCM 2010 Ctrl Delay 29.9 HCM 2010 LOS C Notes HCM 2010 TWSC 2018 Background 2: Site Access & Drake Road PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 1085 1 1 1100 1 2 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2222 2 2 Mvmt Flow 1206 1 1 1222 1 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1207 0 1819 603 Stage 1 ---- 1206 - Stage 2 ---- 613 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 574 - 69 442 Stage 1 ---- 246 - Stage 2 ---- 503 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 574 - 69 442 Mov Capacity-2 Maneuver ---- 178 - Stage 1 ---- 246 - Stage 2 ---- 502 - Approach EB WB NB HCM Control Delay, s 0 0 17.3 HCM LOS C Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 178 442 - - 574 - HCM Lane V/C Ratio 0.006 0.005 - - 0.002 - HCM Control Delay (s) 25.4 13.2 - - 11.284 - HCM Lane LOS D B B HCM 95th %tile Q(veh) 0.019 0.015 - - 0.006 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Background 3: Lemay Avenue & Commercial Access/North Site Access PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 40.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 37 0 138 0 0 2 110 990 2 1 1370 169 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 41 0 153 0 0 2 122 1100 2 1 1522 188 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2412 2965 855 2109 3058 551 1710 0 0 1102 0 0 Stage 1 1618 1618 - 1346 1346 ------- Stage 2 794 1347 - 763 1712 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver # 17 14 302 29 12 478 367 - - 629 - - Stage 1 108 161 - 159 218 ------- Stage 2 348 218 - 363 144 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver # 13 9 302 11 8 478 367 - - 629 - - Mov Capacity-2 Maneuver # 13 9 - 11 8 ------- Stage 1 72 161 - 106 146 ------- Stage 2 231 146 - 178 144 ------- Approach EB WB NB SB HCM Control Delay, s $ 640.8 12.6 2 0 HCM LOS F B Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 367 - - 28 302 478 478 629 - - HCM Lane V/C Ratio 0.333 - - 3.294 0.338 0.002 0.003 0.002 - - HCM Control Delay (s) 19.63 - - $ 1325.6 22.9 12.5 12.6 10.733 - - HCM Lane LOS C F C B B B HCM 95th %tile Q(veh) 1.431 - - 11.134 1.451 0.005 0.009 0.005 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Background 6: Lemay Avenue & Strachan Drive/South Site Access PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 8 0 15 6 0 1 16 1100 9 1 1420 19 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 9 0 17 7 0 1 18 1222 10 1 1578 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2238 2859 799 2054 2864 616 1599 0 0 1232 0 0 Stage 1 1591 1591 - 1263 1263 ------- Stage 2 647 1268 - 791 1601 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 23 17 328 32 16 433 406 - - 561 - - Stage 1 112 166 - 180 239 ------- Stage 2 426 238 - 349 164 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 22 16 328 29 15 433 406 - - 561 - - Mov Capacity-2 Maneuver 22 16 - 29 15 ------- Stage 1 107 166 - 172 228 ------- Stage 2 406 227 - 331 164 ------- Approach EB WB NB SB HCM Control Delay, s 105.4 144.7 0.2 0 HCM LOS F F Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 406 - - 34 328 30 433 561 - - HCM Lane V/C Ratio 0.044 - - 0.425 0.034 0.235 0.002 0.002 - - HCM Control Delay (s) 14.273 - - 173.8 16.4 158.5 13.3 11.43 - - HCM Lane LOS B F C F B B HCM 95th %tile Q(veh) 0.137 - - 1.407 0.105 0.732 0.005 0.006 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary 2018 Background 64: Lemay Avenue & Drake Road PM - mitigated Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 236 822 139 202 776 122 134 777 118 144 1200 207 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 299 980 165 254 1178 500 204 1478 0 317 1478 0 Arrive On Green 0.09 0.32 0.32 0.09 0.32 0.32 0.06 0.40 0.00 0.06 0.40 0.00 Sat Flow, veh/h 1774 3100 523 1774 3725 1582 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 248 520 491 213 817 128 141 818 0 152 1263 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1760 1774 1863 1582 1774 1863 0 1774 1863 0 Q Serve(g_s), s 11.0 31.4 31.4 9.6 22.8 7.1 5.6 20.1 0.0 6.0 36.6 0.0 Cycle Q Clear(g_c), s 11.0 31.4 31.4 9.6 22.8 7.1 5.6 20.1 0.0 6.0 36.6 0.0 Prop In Lane 1.00 0.30 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 299 589 556 254 1178 500 204 1478 0 317 1478 0 V/C Ratio(X) 0.83 0.88 0.88 0.84 0.69 0.26 0.69 0.55 0.00 0.48 0.85 0.00 Avail Cap(c_a), veh/h 299 613 580 254 1227 521 204 1478 0 317 1478 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 28.5 38.4 38.4 29.0 35.5 30.1 27.0 27.6 0.0 21.4 32.6 0.0 Incr Delay (d2), s/veh 17.5 13.9 14.5 21.2 1.6 0.3 9.6 1.5 0.0 1.1 6.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 6.6 16.6 15.8 7.9 10.7 2.8 2.9 9.4 0.0 2.6 18.0 0.0 Lane Grp Delay (d), s/veh 46.1 52.3 52.9 50.2 37.1 30.4 36.5 29.1 0.0 22.5 39.1 0.0 Lane Grp LOS DDDDDCDC CD Approach Vol, veh/h 1259 1158 959 1415 Approach Delay, s/veh 51.3 38.8 30.2 37.3 Approach LOS DDCD Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 14.0 42.5 14.0 42.5 10.0 52.0 10.0 52.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 10.0 38.0 10.0 38.0 6.0 46.0 6.0 46.0 Max Q Clear Time (g_c+I1), s 13.0 33.4 11.6 24.8 7.6 22.1 8.0 38.6 Green Ext Time (p_c), s 0.0 3.1 0.0 6.5 0.0 10.2 0.0 4.9 Intersection Summary HCM 2010 Ctrl Delay 39.9 HCM 2010 LOS D Notes HCM 2010 TWSC 2018 Total 2: Site Access & Drake Road AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 650 10 4 850 8 8 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2222 2 2 Mvmt Flow 765 12 5 1000 9 9 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 776 0 1280 388 Stage 1 ---- 771 - Stage 2 ---- 509 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 836 - 158 611 Stage 1 ---- 417 - Stage 2 ---- 569 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 836 - 157 611 Mov Capacity-2 Maneuver ---- 288 - Stage 1 ---- 417 - Stage 2 ---- 566 - Approach EB WB NB HCM Control Delay, s 0 0 14.5 HCM LOS B Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 288 611 - - 836 - HCM Lane V/C Ratio 0.033 0.015 - - 0.006 - HCM Control Delay (s) 17.9 11 - - 9.331 - HCM Lane LOS C B A HCM 95th %tile Q(veh) 0.101 0.047 - - 0.017 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Total 3: Lemay Avenue & Commercial Access/North Site Access AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 29 1 19 4 0 12 31 875 5 9 665 88 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 222222222222 Mvmt Flow 34 1 22 5 0 14 36 1029 6 11 782 104 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1443 1963 443 1518 2012 518 886 0 0 1035 0 0 Stage 1 855 855 - 1105 1105 ------- Stage 2 588 1108 - 413 907 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 93 62 562 82 58 502 760 - - 667 - - Stage 1 319 373 - 225 285 ------- Stage 2 462 284 - 587 353 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 86 58 562 74 54 502 760 - - 667 - - Mov Capacity-2 Maneuver 86 58 - 74 54 ------- Stage 1 304 367 - 214 272 ------- Stage 2 428 271 - 553 347 ------- Approach EB WB NB SB HCM Control Delay, s 52.3 23.7 0.3 0.1 HCM LOS F C Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 760 - - 99 562 129 502 667 - - HCM Lane V/C Ratio 0.048 - - 0.432 0.027 0.073 0.019 0.016 - - HCM Control Delay (s) 9.975 - - 66.5 11.6 35.1 12.3 10.484 - - HCM Lane LOS A F BEBB HCM 95th %tile Q(veh) 0.151 - - 1.812 0.082 0.232 0.057 0.048 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Total 6: Lemay Avenue & Strachan Drive/South Site Access AM Peak Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 15 0 15 3003 94703 7037 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 222222222222 Mvmt Flow 18 0 18 4004 1114 0 4 827 8 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1402 1959 418 1542 1963 557 835 0 0 1114 0 0 Stage 1 838 838 - 1121 1121 ------- Stage 2 564 1121 - 421 842 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 100 63 584 78 62 474 794 - - 623 - - Stage 1 327 380 - 220 280 ------- Stage 2 478 280 - 581 378 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 99 62 584 75 61 474 794 - - 623 - - Mov Capacity-2 Maneuver 99 62 - 75 61 ------- Stage 1 325 378 - 219 279 ------- Stage 2 476 279 - 560 376 ------- Approach EB WB NB SB HCM Control Delay, s 30.7 55.4 0 0 HCM LOS D F Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 794 - - 125 584 75 0 623 - - HCM Lane V/C Ratio 0.004 - - 0.188 0.02 0.047 + 0.006 - - HCM Control Delay (s) 9.554 - - 40.4 11.3 55.4 0 10.811 - - HCM Lane LOS A E B F A B HCM 95th %tile Q(veh) 0.013 - - 0.661 0.062 0.146 + 0.017 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary 2018 Total 64: Lemay Avenue & Drake Road AM Peak Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 188 487 97 114 633 108 124 714 79 95 551 142 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 304 852 169 289 921 391 426 1592 0 348 1550 0 Arrive On Green 0.11 0.28 0.28 0.08 0.25 0.25 0.07 0.43 0.00 0.06 0.42 0.00 Sat Flow, veh/h 1774 3011 597 1774 3725 1581 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 221 354 333 134 745 127 146 840 0 112 648 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1745 1774 1863 1581 1774 1863 0 1774 1863 0 Q Serve(g_s), s 8.8 17.7 17.8 5.8 19.8 6.9 4.7 17.6 0.0 3.7 13.0 0.0 Cycle Q Clear(g_c), s 8.8 17.7 17.8 5.8 19.8 6.9 4.7 17.6 0.0 3.7 13.0 0.0 Prop In Lane 1.00 0.34 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 304 527 494 289 921 391 426 1592 0 348 1550 0 V/C Ratio(X) 0.73 0.67 0.67 0.46 0.81 0.32 0.34 0.53 0.00 0.32 0.42 0.00 Avail Cap(c_a), veh/h 308 584 547 289 1026 435 465 1592 0 373 1550 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 24.9 33.4 33.5 27.2 37.3 32.5 15.4 22.3 0.0 16.9 21.7 0.0 Incr Delay (d2), s/veh 8.2 2.6 2.9 1.2 4.5 0.5 0.5 1.3 0.0 0.5 0.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 6.5 8.4 8.0 2.6 9.7 2.7 1.9 8.1 0.0 1.6 5.9 0.0 Lane Grp Delay (d), s/veh 33.2 36.0 36.3 28.4 41.8 32.9 15.9 23.6 0.0 17.4 22.6 0.0 Lane Grp LOS CDDCDCBC BC Approach Vol, veh/h 908 1006 986 760 Approach Delay, s/veh 35.4 38.9 22.4 21.8 Approach LOS DDCC Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 14.8 34.8 11.0 31.0 10.7 50.0 9.5 48.8 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 11.0 32.0 7.0 28.0 9.0 44.0 7.0 42.0 Max Q Clear Time (g_c+I1), s 10.8 19.8 7.8 21.8 6.7 19.6 5.7 15.0 Green Ext Time (p_c), s 0.0 4.9 0.0 3.2 0.1 6.5 0.0 6.6 Intersection Summary HCM 2010 Ctrl Delay 30.1 HCM 2010 LOS C Notes HCM 2010 TWSC 2018 Total 2: Site Access & Drake Road PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 1085 10 7 1100 6 6 Conflicting Peds, #/hr 0000 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2222 2 2 Mvmt Flow 1206 11 8 1222 7 7 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1217 0 1838 608 Stage 1 ---- 1211 - Stage 2 ---- 627 - Follow-up Headway - - 2.22 - 3.52 3.32 Pot Capacity-1 Maneuver - - 569 - 67 439 Stage 1 ---- 245 - Stage 2 ---- 495 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 569 - 66 439 Mov Capacity-2 Maneuver ---- 175 - Stage 1 ---- 245 - Stage 2 ---- 488 - Approach EB WB NB HCM Control Delay, s 0 0.1 19.8 HCM LOS C Minor Lane / Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 175 439 - - 569 - HCM Lane V/C Ratio 0.038 0.015 - - 0.014 - HCM Control Delay (s) 26.4 13.3 - - 11.415 - HCM Lane LOS D B B HCM 95th %tile Q(veh) 0.118 0.046 - - 0.042 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Total 3: Lemay Avenue & Commercial Access/North Site Access PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 44.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 37 0 138 1 0 8 110 990 6 10 1370 169 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 41 0 153 1 0 9 122 1100 7 11 1522 188 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2432 2989 855 2131 3080 553 1710 0 0 1107 0 0 Stage 1 1638 1638 - 1348 1348 ------- Stage 2 794 1351 - 783 1732 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver # 16 14 302 28 12 477 367 - - 626 - - Stage 1 105 157 - 159 218 ------- Stage 2 348 217 - 353 141 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver # 12 9 302 10 8 477 367 - - 626 - - Mov Capacity-2 Maneuver # 12 9 - 10 8 ------- Stage 1 70 154 - 106 146 ------- Stage 2 228 145 - 171 139 ------- Approach EB WB NB SB HCM Control Delay, s $ 703.5 56.8 2 0.1 HCM LOS F F Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 367 - - 26 302 35 477 626 - - HCM Lane V/C Ratio 0.333 - - 3.547 0.338 0.116 0.012 0.018 - - HCM Control Delay (s) 19.63 - - $ 1457.8 22.9 121 12.6 10.855 - - HCM Lane LOS C F C F B B HCM 95th %tile Q(veh) 1.431 - - 11.33 1.451 0.361 0.038 0.054 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC 2018 Total 6: Lemay Avenue & Strachan Drive/South Site Access PM - mitigated Synchro 8 Report CSM Intersection Intersection Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 8 0 15 8 0 1 16 1104 11 1 1421 19 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - 0 - - 0 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 222222222222 Mvmt Flow 9 0 17 9 0 1 18 1227 12 1 1579 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2241 2866 800 2060 2870 619 1600 0 0 1239 0 0 Stage 1 1592 1592 - 1268 1268 ------- Stage 2 649 1274 - 792 1602 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 23 16 328 32 16 432 405 - - 558 - - Stage 1 112 165 - 178 238 ------- Stage 2 425 236 - 349 163 ------- Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 22 15 328 29 15 432 405 - - 558 - - Mov Capacity-2 Maneuver 22 15 - 29 15 ------- Stage 1 107 165 - 170 227 ------- Stage 2 405 226 - 331 163 ------- Approach EB WB NB SB HCM Control Delay, s 105.4 159.9 0.2 0 HCM LOS F F Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 WBLn2 SBL SBT SBR Capacity (veh/h) 405 - - 34 328 30 432 558 - - HCM Lane V/C Ratio 0.044 - - 0.425 0.034 0.309 0.002 0.002 - - HCM Control Delay (s) 14.297 - - 173.8 16.4 171.6 13.3 11.464 - - HCM Lane LOS B F C F B B HCM 95th %tile Q(veh) 0.137 - - 1.407 0.105 0.974 0.005 0.006 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary 2018 Total 64: Lemay Avenue & Drake Road PM - mitigated Synchro 8 Report CSM Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 236 827 143 202 778 125 137 780 118 148 1205 207 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 182.4 186.3 186.3 186.3 186.3 186.3 197.6 186.3 186.3 197.6 Lanes 120121120120 Cap, veh/h 299 980 170 252 1183 502 202 1475 0 315 1475 0 Arrive On Green 0.09 0.32 0.32 0.09 0.32 0.32 0.06 0.40 0.00 0.06 0.40 0.00 Sat Flow, veh/h 1774 3086 535 1774 3725 1582 1774 3725 0 1774 3725 0 Grp Volume(v), veh/h 248 526 496 213 819 132 144 821 0 156 1268 0 Grp Sat Flow(s),veh/h/ln 1774 1863 1758 1774 1863 1582 1774 1863 0 1774 1863 0 Q Serve(g_s), s 11.0 31.9 31.9 9.6 22.8 7.4 5.7 20.3 0.0 6.2 37.0 0.0 Cycle Q Clear(g_c), s 11.0 31.9 31.9 9.6 22.8 7.4 5.7 20.3 0.0 6.2 37.0 0.0 Prop In Lane 1.00 0.30 1.00 1.00 1.00 0.00 1.00 0.00 Lane Grp Cap(c), veh/h 299 592 558 252 1183 502 202 1475 0 315 1475 0 V/C Ratio(X) 0.83 0.89 0.89 0.85 0.69 0.26 0.71 0.56 0.00 0.50 0.86 0.00 Avail Cap(c_a), veh/h 299 612 578 252 1224 520 202 1475 0 315 1475 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 28.5 38.5 38.5 29.1 35.4 30.2 27.2 27.8 0.0 21.6 32.8 0.0 Incr Delay (d2), s/veh 17.6 14.7 15.4 22.3 1.6 0.3 11.2 1.5 0.0 1.2 6.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 6.6 17.0 16.2 8.0 10.7 2.9 3.0 9.4 0.0 2.7 18.1 0.0 Lane Grp Delay (d), s/veh 46.1 53.2 53.9 51.4 37.1 30.4 38.4 29.3 0.0 22.8 39.6 0.0 Lane Grp LOS DDDDDCDC CD Approach Vol, veh/h 1270 1164 965 1424 Approach Delay, s/veh 52.1 38.9 30.7 37.7 Approach LOS DDCD Timer Assigned Phs 7 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 14.0 42.7 14.0 42.7 10.0 52.0 10.0 52.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 10.0 38.0 10.0 38.0 6.0 46.0 6.0 46.0 Max Q Clear Time (g_c+I1), s 13.0 33.9 11.6 24.8 7.7 22.3 8.2 39.0 Green Ext Time (p_c), s 0.0 2.8 0.0 6.5 0.0 10.2 0.0 4.8 Intersection Summary HCM 2010 Ctrl Delay 40.4 HCM 2010 LOS D Notes