Dunkin Donuts 653 Tyler Street - Traffic Study

53 Southampton Road - Westfield, MA 01085-5308 - Tel 413.562.1600 - Fax 413.562.
5317
C-0952-1
August 22, 2014
Mr. Gregory Nolan
Cafua Management Co., LLC
280 Merrimack Street
Methuen, MA 01844
Re: Traffic Impact Statement
Tyler Street/Parker Street Dunkin' Donuts
Pittsfield, Massachusetts
Dear Greg:
Tighe & Bond, Inc. (Tighe & Bond) has prepared this Traffic Impact Statement in support of
the application for the proposed Dunkin' Donuts restaurant with a drive-through window
located on the northeast corner of the Tyler Street and Parker Street intersection in
Pittsfield, Massachusetts.
As shown on the site plans provided by SK Design Group, Inc. dated March 2014, the
project includes a proposed 2,120 square foot Dunkin Donuts restaurant with a drive-
through window. The proposed site will include two full access curb cuts, one located on
Tyler Street and the other located on Parker Street.
The site location relative to the surrounding roadway network is shown in Figure 1 as well as
the Massachusetts Department of Transportation (MassDOT) functional classifications for
the adjacent roadway segments.
Existing Conditions
A comprehensive field inventory of the adjacent intersections was conducted in
September 2012 and in July 2014. The field inventory included collection of existing
roadway geometrics, traffic volumes, and crash data for the roadways and intersections in
the vicinity of the site.
Study Area
The study area evaluated as part of this Traffic Impact Statement includes the following
intersections:
Tyler Street and Burbank Street
Tyler Street and Brown Street
Tyler Street and Parker Street
Tyler Street
Tyler Street has an approximate pavement width of 48 feet and is classified by MassDOT as
an Urban Principle Arterial. Tyler Street provides two travel lanes, one in each direction,
with on-street parking permitted on both sides of the roadway. There are no speed limit
signs posted in vicinity of the site. Land uses along Tyler Street in the vicinity of the site
are comprised of residential and commercial developments.
:
Commonwealth of Massachusetts
Commonwealth of Massachusetts
Functi onal Classi fi cati on
x
Figure 1
x
Site Locus and Functional
Classification
x
Tighe & Bond Consulting Engineers
Westfield, Massachusetts
x
x
Site Location
-2-
Burbank Street
Burbank Street has an approximate pavement width of 28 feet for two-way traffic flow and
is classified by MassDOT as an Urban Minor Arterial. The speed limit posted along Burbank
Street in vicinity of Parker Street is 25 miles per hour. Parking is permitted along sections
of Burbank Street.
Brown Street
Brown Street has an approximate pavement width of 24 feet for two-way traffic flow and is
classified by MassDOT as a Local Road. Parking is permitted along sections of the roadway.
Land uses along Brown Street in vicinity of the site are predominantly residential. Brown
Street intersects Tyler Street from the north and south to form a four-way signalized
intersection.
Parker Street
Parker Street has an approximate pavement width of 24 feet for two-way traffic flow and is
classified by MassDOT as a Local Road. Parking is permitted on both sides of the roadway.
There are no speed limit signs posted along Parker Street. Land uses along Parker Street in
vicinity of the site are predominantly residential. Parker Street intersects Tyler Street from
the north and south to form a four-way unsignalized intersection with the Parker Street
approaches under STOP sign control.
Vehicle Crash Analysis
Crash data for the study area was obtained for the MassDOT vehicle crash records for the
last three available years (2010-2012). A summary of the crash data at the study
intersections is provided in Table 1.
The MassDOT reported crash records show that the Tyler Street intersection with Burbank
Street has experienced one crash in 2010, one crash in 2011, and two crashes in 2012. At
the Tyler Street intersection with Brown Street, the data show three crashes in 2010, three
crashes in 2011, and three crashes in 2012. At the Tyler Street intersection with Parker
Street, the data show one crash in 2010, two crashes in 2011, and three crashes in 2012.
Based on the collision history data, there does not appear to be a safety concern at these
locations and there does not appear to be a particular collision pattern correctable by
engineering measures.
-3-
TABLE 1
Crash Summary
Condition
Tyler Street at
Burbank Street
Tyler Street at
Brown Street
Tyler Street at
Parker Street

Year:
2010 1 3 1
2011 1 3 2
2012 2 3 3
Total 4 9 6
Accident Type:
Property Damage Only 3 5 6
Injury 1 4 0
Fatal 0 0 0
Total 4 9 6
Accident Manner:
Angle 2 3 5
Single 0 0 1
Rear-end 2 5 0
Head-on 0 1 0
Total 4 9 6
Road Conditions:
Dry 4 6 2
Wet 0 2 3
Snowy 0 1 1
Total 4 9 6
Weather:
Clear 4 5 5
Cloudy 0 3 0
Rain 0 0 1
Snow 0 1 0
Total 4 9 6
Traffic Volumes
Manual Turning Movement Counts (TMCs) were conducted at the study intersections on
September 26, 2012 and October 2, 2012. Traffic on a given roadway typically fluctuates
throughout the year depending on the area and the type of roadway. Based on seasonal
traffic-volume data from a nearby MassDOT Permanent Count Station,
1
the September and
October traffic volumes were found to be representative of annual average-month
conditions. Therefore, the traffic counts were used as collected to provide average-month
traffic-volume conditions.
The weekday AM and weekday PM peak hour traffic-volume figures for the existing
conditions are summarized in Figure 2. The traffic count summaries identify the
Weekday AM peak hour occurred between 8:00 AM and 9:00 AM at all three study
intersections. The weekday PM peak hour is shown to have occurred between 4:30 PM and

1
MassDOT - Highway Division. "Station 1: Pittsfield - Cheshire Road (Route 9) south of
Lanesborough Town Line. Transportation Data Management System. Massachusetts Department
of Transportation.
-4-
5:30 PM for the Tyler Street intersections with Burbank Street and with Brown Street, and
between 3:30 PM and 4:30 PM for the Tyler Street intersection with Parker Street.
Future Conditions
The impact of the proposed developments traffic on the adjacent roadway system was
estimated by projecting the existing traffic volumes to future traffic-volume conditions.
Future year conditions were analyzed and summarized into "No Build (without the proposed
development) and "Build (with the proposed development) periods as part of the analysis.
No Build Conditions
The proposed Dunkin Donuts development is expected to be constructed and operational by
2017. To determine future traffic demands on the study area roadways, the 2012 Existing
Condition traffic volumes were projected to the year 2017 to reflect a 5 year design horizon.
The latest five years (2009 to 2013) of available MassDOT historical traffic data in Pittsfield
indicate that the yearly average daily traffic (ADT) volumes have decreased by
2.23 percent.
2
Although the recent traffic volumes have indicated negative growth, Tighe &
Bond has applied a conservative (overestimated) 1.0 percent growth rate to account for
traffic increases in the vicinity of the site due to general population growth and traffic
volumes associated with smaller developments in developing the future No Build traffic
volumes.
According to discussions with City of Pittsfields Planning and Development Department
staff, there are no other planned developments in the vicinity of the project site.
The future traffic demands on the study area roadways have been analyzed for a 2017 No
Build year condition. The 2017 No Build condition incorporates an annual traffic growth
rate, without the Dunkin Donuts development. The weekday AM and PM peak hour volume
figures for the 2017 No Build conditions are shown in Figure 3.
Build Conditions
Trip Generation
The following estimated site trips were developed using the Institute of Transportation
Engineers (ITE) Trip Generation, 9
th
Edition, with the land use codes (LUC) 937 for Coffee/
Donut Shop with Drive-Through Window.
3
The trip-generation estimates are shown in
Table 2.
The ITE Trip Generation Handbook, 2
nd
Edition, specifies that LUC 934 for Fast-Food
Restaurant with Drive-Through Window experiences an average Pass-By Trip Percentage of

2
MassDOT - Highway Division. "Community: Pittsfield. Transportation Data Management System.
Massachusetts Department of Transportation.
3
Trip Generation Manual, 9
th
ed. Washington, DC: Institute of Transportation Engineers, 2012.
-5-
49 percent in the weekday AM peak hour and 50 percent in the weekday PM peak hour.
4

The ITE Trip Generation Handbook defines "Pass-By Trip as "made as intermediate stops
on the way form an origin to a primary trip destination without a route diversion. Also, ITE
states that "thus, impacts at the entrances and exits to proposed site should be based on
trip generation rates or equations; impacts on adjacent streets can be based on a reduced
forecast to account for pass-by trips.
This Pass-By rate, however, can be as high as 89 percent as shown for LUC 935 for Fast-
Food Restaurant with Drive-Through Window and No Indoor Seating (Coffee/Espresso
Specialty). Tighe & Bond assumed the conservative (lower) Pass-By trip percentage of
49 percent for the proposed Dunkin Donuts trip generation. With the lower Pass-By rate,
there would be more "New trips to the study area roadways beyond the site driveways than
expected. Therefore, the impacts to the adjacent roadway system beyond the site
driveways are anticipated to be better than as evaluated.
TABLE 2
Dunkin Donuts Trip Generation - 2,120 SF
Peak Hour/Direction Proposed Trips Pass-By Trips New Trips

Weekday AM:
Enter 109 52 57
Exit 104 52 52
Total 213 104 109

Weekday PM:
Enter 46 22 24
Exit 45 22 23
Total 91 44 47
As shown, the proposed development is conservatively (worse-case) estimated to generate
109 New trips (57 trips entering and 52 trips exiting) onto the adjacent roadway network
during the weekday AM peak hour and 47 New trips (24 trips entering and 23 trips exiting)
onto the surrounding roadway network during the weekday PM peak hour.
Traffic Volumes
Directional distribution of generated trips to and from the site are based on existing traffic
patterns within the study, which indicate roughly equal distribution along Tyler Street (i.e.,
50/50 split in directional traffic). Figures 4 and 5 depict the estimated trip generation and
distribution throughout the study area for the project during the weekday AM and
weekday PM peak hours, respectively.
The 2017 Build condition is comprised of the proposed Dunkin' Donuts trips added to the
2017 No Build traffic volumes. Figure 6 depicts the 2017 Build traffic volumes for the
weekday AM and weekday PM peak hours.

4
Trip Generation Handbook, 2
nd
ed. Washington, DC: Institute of Transportation Engineers,
June 2004.
-6-
Site Access and Layout
Vehicular Access
Access to the site is proposed to be provided via two full access driveways: one on Tyler
Street and one on Parker Street. The proposed driveways have been designed in
accordance with MassDOTs Project Development and Design Guide. Consistent with
MassDOTs design guidelines for retail uses, the access points have been designed with
maximum grades less than 8 percent that intersect with the adjacent roadway system at
angles close to 90 degrees and greater than 45 degrees. In addition, slopes on either side
of the driveways are proposed to be gradual to minimize the hazard to a vehicle leaving the
adjacent roadway for any reason. Due to the existing and future traffic volumes adjacent to
the site, the Tyler Street egress has been designed to separate exiting left- and right-
turning vehicles to minimize delays and improve operations.
The March 2014 Proposed Site Plan prepared by SK Design Group, Inc. has been designed
for emergency vehicles to access the entire site via the Tyler Street and Parker Street
driveways as well as to circulate throughout the site. The driveway locations have been
designed to separate traffic conflicts while providing opportunities for site vehicles to enter
and exit by dispersing traffic without creating congested conditions. In addition, the spacing
of the driveways from nearby adjacent roadway intersections (i.e., Tyler Street driveway
with Parker Street and with Plunkett Street, and Parker Street driveway with Tyler Street
and with Springside Avenue) has been designed to minimize conflicts from side street
activity and enhance operations and safety.
Pedestrian Access
Sidewalks are currently provided along the site frontage on Tyler Street and Parker Street.
As shown on the Proposed Site Plan, these sidewalks will remain. To provide pedestrian
connectivity to the site, crosswalks are proposed to be striped across the site driveways and
an on-site striped crosswalk is proposed to provide pedestrian connectivity between the
Tyler Street and the proposed Dunkin Donuts building. In accordance with Smart Growth
Principles, the proposed pedestrian amenities would improve multi-modal mobility and
provide connectivity between the adjacent roadway system and the development.
5

Internal Circulation
As a vehicle enters the site via Parker Street, the motorist would then turn right (south) and
circulate through the site in a counterclockwise manner to reach the parking areas or the
Dunkin Donuts drive-through window lane. Upon entering the site via Tyler Street, a
motorist can turn left (west) or go straight (north) to park in one of the two proposed
parking areas. A vehicle would also be able to access the Dunkin Donuts drive-through
window area by turning right (east) after entering the site from Tyler Street.
The drive-through window has been designed to accommodate 12 vehicles from the order
menu within the storage area without conflicting with parking areas or driveways. The
length of the storage area has been designed to meet the City of Pittsfield Zoning Ordinance
minimum number of waiting spaces (Section 7.839: Eating Establishments, Drive-In, Drive-

5
Smart Growth Transportation Guidelines: An ITE Recommended Practice. Washington, DC: Institute
of Transportation Engineers, 2010.
-7-
Up or Drive-Through, Requirements) of 6 spaces from where an order is placed. In
addition, a by-pass lane has been designed to the north of the drive-through window lane.
Loading
The Proposed Site Plan has been designed to accommodate delivery vehicles to load and
off-load within the site. The proposed access points and internal layout have been designed
to accommodate trucks turning to, within, and from the site. Although the City of Pittsfield
Zoning Ordinance (Section 10.208: Off-Street Loading Requirements) does not require an
off-street loading space since the proposed restaurant will be less than 5,000 square feet, a
parking space has been located on the Proposed Site Plan to the north of the Dunkin
Donuts drive-through window.
Capacity and Queue Analyses
Capacity Analysis Methodology
Capacity analyses were performed for the study intersections with the 2012 Existing,
2017 No Build, and 2017 Build traffic volumes during the weekday AM and weekday PM
peak hours. The analyses were based on the methodology and procedures set forth in the
2010 Highway Capacity Manual (HCM 2010)
6
using the Trafficware Synchro version 8.0
software program.
The primary result of capacity analyses is the assignment of levels of service (LOS) to traffic
facilities under various traffic-flow conditions. The concept of LOS is defined as a qualitative
measure describing operational conditions within a roadway network and their perception by
vehicle operators. A LOS definition provides an index to quantify traffic flow in terms of
such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort,
convenience, and safety.
Levels of service are assigned letter designations from A through F, representing the highest
to lowest operating conditions, respectively. Since the LOS of a traffic facility is a function
of the traffic flows placed upon it, such a facility may operate at a wide range of LOS,
depending on the time of day, day of week, or period of year.
Queue Analysis Methodology
Vehicle queue analyses were computed for the study area intersections for the
2012 Existing, 2017 No Build, and 2017 Build traffic volumes during the weekday AM and
weekday PM peak hours. The analyses were based on the methodology and procedures set
forth in the HCM 2010 using the Trafficware Synchro version 8.0 software program.
The quantitative measure of vehicle queue length is defined as the 50
th
and 95th percentile
queue. The 50
th
percentile queue represents the average queue length during peak hours
and the 95
th
percentile queue represents the calculated maximum back of queue with the
95
th
percentile traffic volumes.

6
Highway Capacity Manual. Washington, D.C.: Transportation Research Board, National Research
Council, 2000.
-8-
Analysis Results
The capacity and queue length analysis results are discussed below and are summarized in
Table 3. The computer-generated analysis reports are attached to this letter.
Under existing and future traffic-volume conditions, the capacity analyses results indicate
that the Tyler Street and Brown Street signalized intersection operates at an overall LOS A
with all lane groups operating at LOS C or better during the weekday AM and weekday PM
peak hours. The proposed trip generation associated with the Dunkin Donuts development
is projected to have negligible impacts at the signalized intersection (i.e., delays of
0.4 seconds, no change in LOS, and vehicle queue increases of <1 vehicle).
Under existing and future traffic-volume conditions, the Burbank Street and Parker Street
minor street approaches to the unsignalized intersections with Tyler Street operate at
desirable levels (LOS C or better) with the Tyler Street major street critical movements
operating at optimal levels (LOS A) during the weekday AM and weekday PM peak hours.
With the addition of the proposed Dunkin Donuts traffic (2017 Build) as compared with
2017 No Build conditions, there are anticipated to be insignificant impacts at this
intersection as there will be increases in delay on the minor street movements of
3.7 seconds or less, the queues on the lane group movements are expected to increase by
less than 1 vehicle, and there would be no changes to the LOS.
Under 2017 Build traffic-volume conditions, the site driveway approaches to the
unsignalized intersections with Tyler Street and Parker Street are anticipated to operate at
LOS D or better with minimal vehicular queuing (<1 vehicle) during the weekday AM and
weekday PM peak hours. The Tyler Street and Parker Street major street critical
movements at the proposed site driveways are projected to operate at optimal levels
(LOS A) during the weekday AM and weekday PM peak hours.
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-11-
Conclusion
The foregoing traffic analyses were based upon the traffic anticipated to be generated by a
Dunkin Donuts restaurant with a drive-through window proposed at the southwest corner of
the Tyler Street and Parker Street intersection. Access is proposed to be provided via a full
access driveway on Tyler Street and a full access driveway on Parker Street.
Due to the lower Pass-By rates used within this assessment, there would be more new
vehicles to the study area roadways beyond the site driveways than expected. Therefore,
the impacts to the study area intersections beyond the site driveways are anticipated to be
better than as evaluated. Based on the conservative (worse-case) methodology, the
proposed development is estimated to generate a total of 109 new trips (57 trips entering
and 52 trips exiting) onto the adjacent roadway network during the weekday AM peak hour
and 47 new trips (24 trips entering and 23 trips exiting) onto the surrounding roadway
network during the weekday PM peak hour.
The results of the study area intersection analyses indicate the proposed Dunkin Donuts
restaurant with a drive-through window is not expected to reduce the LOS at the study area
intersections and vehicle queues would increase by less than 1 vehicle.
In conclusion, the existing and future traffic volumes and intersection operations within the
study area indicate that the proposed 2,120 square foot Dunkin Donuts is anticipated to
have a negligible impact on the adjacent roadway network.
Sincerely,
TIGHE & BOND, INC.

Paul M. Furgal, P.E., PTOE
Senior Engineer
Attachments:
Turning Movement Counts
Traffic-Volume Adjustment Data
Trip-Generation Calculations
Synchro Analysis Reports
J:\C\C0952 Cafua Management\Tyler Street\REPORT\Tyler Street TIAS-August2014.doc

Appendix A
Existing Traffic Volumes
File Name : AM Peak - Tyler @ Parker
Site Code : 3
Start Date : 10/2/2012
Page No : 1
N / S: Parker Street
E / W: Tyler Street
City, State: Pittsfield, Massachusetts
Client: Tighe & Bond / P. Furgal
Groups Printed- PCs and Peds - Heavy Vehicles - Bicycles
Parker
From North
Tyler
From East
Parker
From South
Tyler
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 2 0 0 0 2 0 67 1 0 68 0 0 3 3 6 1 47 1 0 49 125
07:15 AM 1 1 1 2 5 1 73 1 0 75 0 0 0 1 1 0 59 0 0 59 140
07:30 AM 3 0 0 2 5 2 92 2 0 96 0 0 0 2 2 1 73 0 0 74 177
07:45 AM 1 0 0 2 3 0 101 3 0 104 2 0 1 1 4 0 72 0 0 72 183
Total 7 1 1 6 15 3 333 7 0 343 2 0 4 7 13 2 251 1 0 254 625
08:00 AM 3 2 0 2 7 2 82 3 0 87 2 0 2 2 6 1 63 1 0 65 165
08:15 AM 2 0 0 5 7 1 89 2 0 92 0 0 0 3 3 3 80 1 0 84 186
08:30 AM 4 4 0 7 15 0 97 3 1 101 1 0 2 4 7 1 76 4 0 81 204
08:45 AM 0 2 2 6 10 0 87 1 2 90 1 0 0 3 4 1 96 2 0 99 203
Total 9 8 2 20 39 3 355 9 3 370 4 0 4 12 20 6 315 8 0 329 758
Grand Total 16 9 3 26 54 6 688 16 3 713 6 0 8 19 33 8 566 9 0 583 1383
Apprch % 29.6 16.7 5.6 48.1 0.8 96.5 2.2 0.4 18.2 0 24.2 57.6 1.4 97.1 1.5 0
Total % 1.2 0.7 0.2 1.9 3.9 0.4 49.7 1.2 0.2 51.6 0.4 0 0.6 1.4 2.4 0.6 40.9 0.7 0 42.2
PCs and Peds
% PCs and Peds 81.2 100 100 100 94.4 66.7 96.7 87.5 100 96.2 100 0 100 100 100 100 95.9 100 0 96.1 96.2
Heavy Vehicles
% Heavy Vehicles 12.5 0 0 0 3.7 33.3 2.9 12.5 0 3.4 0 0 0 0 0 0 3.5 0 0 3.4 3.3
Bicycles 1 0 0 0 1 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 7
% Bicycles 6.2 0 0 0 1.9 0 0.4 0 0 0.4 0 0 0 0 0 0 0.5 0 0 0.5 0.5
Parker
FromNorth
Tyler
FromEast
Parker
FromSouth
Tyler
FromWest
Start Time
Right Thru Peds App. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 3 2 0 2 7 2 82 3 0 87 2 0 2 2 6 1 63 1 0 65 165
08:15 AM 2 0 0 5 7 1 89 2 0 92 0 0 0 3 3 3 80 1 0 84 186
08:30 AM 4 4 0 7 15 0 97 3 1 101 1 0 2 4 7 1 76 4 0 81 204
08:45 AM 0 2 2 6 10 0 87 1 2 90 1 0 0 3 4 1 96 2 0 99 203
Total Volume 9 8 2 20 39 3 355 9 3 370 4 0 4 12 20 6 315 8 0 329 758
% App. Total 23.1 20.5 5.1 51.3 0.8 95.9 2.4 0.8 20 0 20 60 1.8 95.7 2.4 0
PHF .563 .500 .250 .714 .650 .375 .915 .750 .375 .916 .500 .000 .500 .750 .714 .500 .820 .500 .000 .831 .929
Innovative Data, LLC
PO Box 468
Belchertown, Massachusetts
www.innovativedatallc.com or 1.413.668.5094
File Name : AM Peak - Tyler @ Parker
Site Code : 3
Page No : 1
E / W: Tyler Street
Groups Printed- Heavy Vehicles
Parker
From North
Tyler
From East
Parker
From South
Tyler
From West
07:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
07:15 AM 0 0 0 0 0 1 4 0 0 5 0 0 0 0 0 0 1 0 0 1 6
07:30 AM 1 0 0 0 1 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 5
07:45 AM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 4 0 0 4 6
Total 1 0 0 0 1 1 8 1 0 10 0 0 0 0 0 0 9 0 0 9 20
08:00 AM 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 2 0 0 2 6
08:15 AM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 0 4 0 0 4 10
08:30 AM 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 4 0 0 4 8
08:45 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
Total 1 0 0 0 1 1 12 1 0 14 0 0 0 0 0 0 11 0 0 11 26
Grand Total 2 0 0 0 2 2 20 2 0 24 0 0 0 0 0 0 20 0 0 20 46
Apprch % 100 0 0 0 8.3 83.3 8.3 0 0 0 0 0 0 100 0 0
Total % 4.3 0 0 0 4.3 4.3 43.5 4.3 0 52.2 0 0 0 0 0 0 43.5 0 0 43.5
Parker
FromNorth
Tyler
FromEast
Parker
FromSouth
Tyler
FromWest
Start Time
07:45 AM 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 4 0 0 4 6
08:00 AM 0 0 0 0 0 1 3 0 0 4 0 0 0 0 0 0 2 0 0 2 6
08:15 AM 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 0 4 0 0 4 10
08:30 AM 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 4 0 0 4 8
Total Volume 1 0 0 0 1 1 12 2 0 15 0 0 0 0 0 0 14 0 0 14 30
% App. Total 100 0 0 0 6.7 80 13.3 0 0 0 0 0 0 100 0 0
PHF .250 .000 .000 .000 .250 .250 .600 .500 .000 .750 .000 .000 .000 .000 .000 .000 .875 .000 .000 .875 .750
PO Box 468
File Name : PM Peak - Tyler @ Parker
Site Code : 3
Page No : 1
E / W: Tyler Street
Parker
From North
Tyler
From East
Parker
From South
Tyler
From West
03:30 PM 0 1 0 1 2 1 120 0 1 122 2 0 2 2 6 3 166 0 0 169 299
03:45 PM 0 0 0 0 0 0 124 3 0 127 1 0 1 0 2 4 160 2 0 166 295
Total 0 1 0 1 2 1 244 3 1 249 3 0 3 2 8 7 326 2 0 335 594
04:00 PM 0 1 1 3 5 0 96 1 3 100 3 0 2 2 7 1 153 0 0 154 266
04:15 PM 4 1 0 6 11 0 104 2 0 106 2 1 1 0 4 3 128 2 0 133 254
04:30 PM 0 0 1 5 6 0 118 2 1 121 5 0 1 2 8 3 142 1 0 146 281
04:45 PM 0 0 1 1 2 2 114 2 1 119 2 0 2 2 6 3 143 6 0 152 279
Total 4 2 3 15 24 2 432 7 5 446 12 1 6 6 25 10 566 9 0 585 1080
05:00 PM 0 1 0 3 4 1 86 3 2 92 1 1 0 2 4 1 172 1 1 175 275
05:15 PM 0 1 0 1 2 0 100 5 1 106 2 0 1 2 5 2 154 0 0 156 269
Grand Total 4 5 3 20 32 4 862 18 9 893 18 2 10 12 42 20 1218 12 1 1251 2218
Apprch % 12.5 15.6 9.4 62.5 0.4 96.5 2 1 42.9 4.8 23.8 28.6 1.6 97.4 1 0.1
Total % 0.2 0.2 0.1 0.9 1.4 0.2 38.9 0.8 0.4 40.3 0.8 0.1 0.5 0.5 1.9 0.9 54.9 0.5 0 56.4
PCs and Peds 1196
% PCs and Peds 100 100 100 100 100 100 98 100 100 98.1 100 100 100 100 100 100 98.2 100 100 98.2 98.2
Heavy Vehicles
% Heavy Vehicles 0 0 0 0 0 0 1.3 0 0 1.2 0 0 0 0 0 0 1.4 0 0 1.4 1.3
Bicycles 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 5 0 0 5 11
% Bicycles 0 0 0 0 0 0 0.7 0 0 0.7 0 0 0 0 0 0 0.4 0 0 0.4 0.5
Parker
From North
Tyler
From East
Parker
From South
Tyler
From West
Peak Hour Analysis From 03:30 PM to 05:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 03:30 PM
03:30 PM 0 1 0 1 2 1 120 0 1 122 2 0 2 2 6 3 166 0 0 169 299
03:45 PM 0 0 0 0 0 0 124 3 0 127 1 0 1 0 2 4 160 2 0 166 295
04:00 PM 0 1 1 3 5 0 96 1 3 100 3 0 2 2 7 1 153 0 0 154 266
04:15 PM 4 1 0 6 11 0 104 2 0 106 2 1 1 0 4 3 128 2 0 133 254
Total Volume 4 3 1 10 18 1 444 6 4 455 8 1 6 4 19 11 607 4 0 622 1114
% App. Total 22.2 16.7 5.6 55.6 0.2 97.6 1.3 0.9 42.1 5.3 31.6 21.1 1.8 97.6 0.6 0
PHF .250 .750 .250 .417 .409 .250 .895 .500 .333 .896 .667 .250 .750 .500 .679 .688 .914 .500 .000 .920 .931
PO Box 468
File Name : PM Peak - Tyler @ Parker
Site Code : 3
Page No : 1
E / W: Tyler Street
Parker
From North
Tyler
From East
Parker
From South
Tyler
From West
03:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
Total 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 6 9
04:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 0 0 5 6
04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 6
04:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1
Total 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 10 0 0 10 15
05:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
05:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 3
Grand Total 0 0 0 0 0 0 11 0 0 11 0 0 0 0 0 0 17 0 0 17 28
Apprch % 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
Total % 0 0 0 0 0 0 39.3 0 0 39.3 0 0 0 0 0 0 60.7 0 0 60.7
Parker
FromNorth
Tyler
FromEast
Parker
FromSouth
Tyler
FromWest
Start Time
03:30 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
03:45 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 6
04:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 5 0 0 5 6
04:15 PM 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 6
Total Volume 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 14 0 0 14 21
% App. Total 0 0 0 0 0 100 0 0 0 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .583 .000 .000 .583 .000 .000 .000 .000 .000 .000 .700 .000 .000 .700 .875
PO Box 468
File Name : AM Peak - Tyler @ Burbank
Site Code : 1
Page No : 1
N / S:Burbank Street
E / W: Tyler Street
From North
Tyler
From East
Burbank
From South
Tyler
From West
07:00 AM 0 0 0 0 0 0 64 10 0 74 5 0 1 0 6 2 29 0 0 31 111
07:15 AM 0 0 0 0 0 0 60 12 0 72 2 0 0 0 2 1 43 0 0 44 118
07:30 AM 0 0 0 0 0 0 85 11 0 96 12 0 0 0 12 1 53 0 0 54 162
07:45 AM 0 0 0 0 0 0 99 6 0 105 8 0 2 3 13 3 48 0 0 51 169
Total 0 0 0 0 0 0 308 39 0 347 27 0 3 3 33 7 173 0 0 180 560
08:00 AM 0 0 0 0 0 0 69 13 0 82 8 0 1 2 11 1 56 0 0 57 150
08:15 AM 0 0 0 0 0 0 93 14 0 107 11 0 1 10 22 2 62 0 0 64 193
08:30 AM 0 0 0 0 0 0 86 13 0 99 13 0 2 3 18 2 83 0 0 85 202
08:45 AM 0 0 0 0 0 0 86 11 0 97 28 0 4 5 37 4 64 0 0 68 202
Total 0 0 0 0 0 0 334 51 0 385 60 0 8 20 88 9 265 0 0 274 747
Grand Total 0 0 0 0 0 0 642 90 0 732 87 0 11 23 121 16 438 0 0 454 1307
Apprch % 0 0 0 0 0 87.7 12.3 0 71.9 0 9.1 19 3.5 96.5 0 0
Total % 0 0 0 0 0 0 49.1 6.9 0 56 6.7 0 0.8 1.8 9.3 1.2 33.5 0 0 34.7
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 95.2 97.8 0 95.5 95.4 0 100 100 96.7 87.5 91.8 0 0 91.6 94.3
Heavy Vehicles
% Heavy Vehicles 0 0 0 0 0 0 4.4 2.2 0 4.1 4.6 0 0 0 3.3 12.5 8.2 0 0 8.4 5.5
Bicycles 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 3
% Bicycles 0 0 0 0 0 0 0.5 0 0 0.4 0 0 0 0 0 0 0 0 0 0 0.2
From North
Tyler
From East
Burbank
From South
Tyler
From West
Start Time Right Thru Peds App. Total Right Thru Peds App. Total Right Thru Peds App. Total Right Thru Peds App. Total Int. Total
08:00 AM 0 0 0 0 0 0 69 13 0 82 8 0 1 2 11 1 56 0 0 57 150
08:15 AM 0 0 0 0 0 0 93 14 0 107 11 0 1 10 22 2 62 0 0 64 193
08:30 AM 0 0 0 0 0 0 86 13 0 99 13 0 2 3 18 2 83 0 0 85 202
08:45 AM 0 0 0 0 0 0 86 11 0 97 28 0 4 5 37 4 64 0 0 68 202
Total Volume 0 0 0 0 0 0 334 51 0 385 60 0 8 20 88 9 265 0 0 274 747
% App. Total 0 0 0 0 0 86.8 13.2 0 68.2 0 9.1 22.7 3.3 96.7 0 0
PHF .000 .000 .000 .000 .000 .000 .898 .911 .000 .900 .536 .000 .500 .500 .595 .563 .798 .000 .000 .806 .925
Innovative Data, LLC.
P.O. Box 468
Belchertown, Masschusetts
www.InnovativeDataLLC.com or 1.413.668.5094
File Name : AM Peak - Tyler @ Burbank
Site Code : 1
Page No : 1
E / W: Tyler Street
From North
Tyler
From East
Burbank
From South
Tyler
From West
07:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
07:15 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 1 2 0 0 3 9
07:30 AM 0 0 0 0 0 0 4 0 0 4 1 0 0 0 1 0 3 0 0 3 8
07:45 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 7
Total 0 0 0 0 0 0 17 0 0 17 1 0 0 0 1 1 10 0 0 11 29
08:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 6 0 0 6 7
08:15 AM 0 0 0 0 0 0 7 0 0 7 1 0 0 0 1 0 4 0 0 4 12
08:30 AM 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 1 12 0 0 13 17
08:45 AM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 0 4 0 0 4 7
Total 0 0 0 0 0 0 11 2 0 13 3 0 0 0 3 1 26 0 0 27 43
Grand Total 0 0 0 0 0 0 28 2 0 30 4 0 0 0 4 2 36 0 0 38 72
Apprch % 0 0 0 0 0 93.3 6.7 0 100 0 0 0 5.3 94.7 0 0
Total % 0 0 0 0 0 0 38.9 2.8 0 41.7 5.6 0 0 0 5.6 2.8 50 0 0 52.8
From North
Tyler
From East
Burbank
From South
Tyler
From West
07:45 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 7
08:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 6 0 0 6 7
08:15 AM 0 0 0 0 0 0 7 0 0 7 1 0 0 0 1 0 4 0 0 4 12
08:30 AM 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 1 12 0 0 13 17
Total Volume 0 0 0 0 0 0 15 2 0 17 2 0 0 0 2 1 23 0 0 24 43
% App. Total 0 0 0 0 0 88.2 11.8 0 100 0 0 0 4.2 95.8 0 0
PHF .000 .000 .000 .000 .000 .000 .536 .250 .000 .607 .500 .000 .000 .000 .500 .250 .479 .000 .000 .462 .632
P.O. Box 468
File Name : AM Peak - Tyler @ Brown
Site Code : 2
Page No : 1
N / S:Brown Street
E / W: Tyler Street
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
07:00 AM 2 7 1 0 10 2 62 7 0 71 3 5 6 0 14 0 34 0 0 34 129
07:15 AM 1 6 3 0 10 0 68 9 0 77 12 6 1 0 19 2 46 0 0 48 154
07:30 AM 4 6 1 0 11 0 89 4 0 93 5 4 2 0 11 4 56 0 0 60 175
07:45 AM 2 4 1 0 7 2 100 3 0 105 2 5 3 0 10 2 51 0 0 53 175
Total 9 23 6 0 38 4 319 23 0 346 22 20 12 0 54 8 187 0 0 195 633
08:00 AM 0 6 3 0 9 4 75 7 0 86 5 4 1 0 10 1 63 3 0 67 172
08:15 AM 7 4 0 1 12 2 94 1 0 97 8 2 3 2 15 4 64 1 3 72 196
08:30 AM 2 2 2 2 8 2 87 9 0 98 12 3 7 0 22 4 80 3 6 93 221
08:45 AM 5 5 2 1 13 0 91 6 0 97 10 9 8 0 27 6 81 1 2 90 227
Total 14 17 7 4 42 8 347 23 0 378 35 18 19 2 74 15 288 8 11 322 816
Grand Total 23 40 13 4 80 12 666 46 0 724 57 38 31 2 128 23 475 8 11 517 1449
Apprch % 28.8 50 16.2 5 1.7 92 6.4 0 44.5 29.7 24.2 1.6 4.4 91.9 1.5 2.1
Total % 1.6 2.8 0.9 0.3 5.5 0.8 46 3.2 0 50 3.9 2.6 2.1 0.1 8.8 1.6 32.8 0.6 0.8 35.7
PCs and Peds
% PCs and Peds 100 95 92.3 100 96.2 100 94 95.7 0 94.2 89.5 89.5 96.8 100 91.4 82.6 90.7 100 100 90.7 92.8
Heavy Vehicles
% Heavy Vehicles 0 5 7.7 0 3.8 0 6 4.3 0 5.8 10.5 10.5 3.2 0 8.6 17.4 9.3 0 0 9.3 7.2
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
% Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
08:00 AM 0 6 3 0 9 4 75 7 0 86 5 4 1 0 10 1 63 3 0 67 172
08:15 AM 7 4 0 1 12 2 94 1 0 97 8 2 3 2 15 4 64 1 3 72 196
08:30 AM 2 2 2 2 8 2 87 9 0 98 12 3 7 0 22 4 80 3 6 93 221
08:45 AM 5 5 2 1 13 0 91 6 0 97 10 9 8 0 27 6 81 1 2 90 227
Total Volume 14 17 7 4 42 8 347 23 0 378 35 18 19 2 74 15 288 8 11 322 816
% App. Total 33.3 40.5 16.7 9.5 2.1 91.8 6.1 0 47.3 24.3 25.7 2.7 4.7 89.4 2.5 3.4
PHF .500 .708 .583 .500 .808 .500 .923 .639 .000 .964 .729 .500 .594 .250 .685 .625 .889 .667 .458 .866 .899
P.O. Box 468
File Name : AM Peak - Tyler @ Brown
Site Code : 2
Page No : 1
N / S:Brown Street
E / W: Tyler Street
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
07:00 AM 0 0 0 0 0 0 2 0 0 2 0 2 0 0 2 0 4 0 0 4 8
07:15 AM 0 0 0 0 0 0 8 0 0 8 2 0 0 0 2 0 4 0 0 4 14
07:30 AM 0 0 0 0 0 0 5 0 0 5 0 1 0 0 1 1 4 0 0 5 11
07:45 AM 0 1 1 0 2 0 7 0 0 7 1 0 0 0 1 1 2 0 0 3 13
Total 0 1 1 0 2 0 22 0 0 22 3 3 0 0 6 2 14 0 0 16 46
08:00 AM 0 0 0 0 0 0 1 1 0 2 1 0 1 0 2 0 5 0 0 5 9
08:15 AM 0 0 0 0 0 0 8 0 0 8 1 0 0 0 1 1 6 0 0 7 16
08:30 AM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 1 15 0 0 16 22
08:45 AM 0 1 0 0 1 0 4 0 0 4 1 1 0 0 2 0 4 0 0 4 11
Total 0 1 0 0 1 0 18 2 0 20 3 1 1 0 5 2 30 0 0 32 58
Grand Total 0 2 1 0 3 0 40 2 0 42 6 4 1 0 11 4 44 0 0 48 104
Apprch % 0 66.7 33.3 0 0 95.2 4.8 0 54.5 36.4 9.1 0 8.3 91.7 0 0
Total % 0 1.9 1 0 2.9 0 38.5 1.9 0 40.4 5.8 3.8 1 0 10.6 3.8 42.3 0 0 46.2
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
07:45 AM 0 1 1 0 2 0 7 0 0 7 1 0 0 0 1 1 2 0 0 3 13
08:00 AM 0 0 0 0 0 0 1 1 0 2 1 0 1 0 2 0 5 0 0 5 9
08:15 AM 0 0 0 0 0 0 8 0 0 8 1 0 0 0 1 1 6 0 0 7 16
08:30 AM 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 1 15 0 0 16 22
Total Volume 0 1 1 0 2 0 21 2 0 23 3 0 1 0 4 3 28 0 0 31 60
% App. Total 0 50 50 0 0 91.3 8.7 0 75 0 25 0 9.7 90.3 0 0
PHF .000 .250 .250 .000 .250 .000 .656 .500 .000 .719 .750 .000 .250 .000 .500 .750 .467 .000 .000 .484 .682
P.O. Box 468
File Name : PM Peak - Tyler @ Burbank
Site Code : 1
Page No : 1
E / W: Tyler Street
From North
Tyler
From East
Burbank
From South
Tyler
From West
03:30 PM 0 0 0 0 0 0 96 8 0 104 23 0 0 5 28 6 138 0 5 149 281
03:45 PM 0 0 0 0 0 0 97 7 0 104 23 0 1 1 25 5 109 0 0 114 243
Total 0 0 0 0 0 0 193 15 0 208 46 0 1 6 53 11 247 0 5 263 524
04:00 PM 0 0 0 0 0 0 101 12 0 113 13 0 0 4 17 3 133 0 2 138 268
04:15 PM 0 0 0 0 0 0 85 14 0 99 22 0 2 7 31 1 123 0 0 124 254
04:30 PM 0 0 0 0 0 0 100 11 0 111 17 0 2 4 23 3 125 0 1 129 263
04:45 PM 0 0 0 0 0 0 116 11 0 127 18 0 4 1 23 1 108 0 1 110 260
Total 0 0 0 0 0 0 402 48 0 450 70 0 8 16 94 8 489 0 4 501 1045
05:00 PM 0 0 0 0 0 0 106 12 0 118 22 0 2 16 40 4 121 0 0 125 283
05:15 PM 0 0 0 0 0 0 113 8 0 121 25 0 0 3 28 2 121 0 2 125 274
Grand Total 0 0 0 0 0 0 814 83 0 897 163 0 11 41 215 25 978 0 11 1014 2126
Apprch % 0 0 0 0 0 90.7 9.3 0 75.8 0 5.1 19.1 2.5 96.4 0 1.1
Total % 0 0 0 0 0 0 38.3 3.9 0 42.2 7.7 0 0.5 1.9 10.1 1.2 46 0 0.5 47.7
PCs and Peds
% PCs and Peds 0 0 0 0 0 0 98 97.6 0 98 98.2 0 100 85.4 95.8 100 98.5 0 100 98.5 98
Heavy Vehicles
% Heavy Vehicles 0 0 0 0 0 0 1.5 1.2 0 1.4 1.2 0 0 0 0.9 0 1.4 0 0 1.4 1.4
Bicycles 0 0 0 0 0 0 4 1 0 5 1 0 0 6 7 0 1 0 0 1 13
% Bicycles 0 0 0 0 0 0 0.5 1.2 0 0.6 0.6 0 0 14.6 3.3 0 0.1 0 0 0.1 0.6
From North
Tyler
From East
Burbank
From South
Tyler
From West
04:30 PM 0 0 0 0 0 0 100 11 0 111 17 0 2 4 23 3 125 0 1 129 263
04:45 PM 0 0 0 0 0 0 116 11 0 127 18 0 4 1 23 1 108 0 1 110 260
05:00 PM 0 0 0 0 0 0 106 12 0 118 22 0 2 16 40 4 121 0 0 125 283
05:15 PM 0 0 0 0 0 0 113 8 0 121 25 0 0 3 28 2 121 0 2 125 274
Total Volume 0 0 0 0 0 0 435 42 0 477 82 0 8 24 114 10 475 0 4 489 1080
% App. Total 0 0 0 0 0 91.2 8.8 0 71.9 0 7 21.1 2 97.1 0 0.8
PHF .000 .000 .000 .000 .000 .000 .938 .875 .000 .939 .820 .000 .500 .375 .713 .625 .950 .000 .500 .948 .954
P.O. Box 468
File Name : PM Peak - Tyler @ Burbank
Site Code : 1
Page No : 1
E / W: Tyler Street
From North
Tyler
From East
Burbank
From South
Tyler
From West
03:30 PM 0 0 0 0 0 0 2 1 0 3 2 0 0 0 2 0 1 0 0 1 6
03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
Total 0 0 0 0 0 0 3 1 0 4 2 0 0 0 2 0 3 0 0 3 9
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
04:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
04:30 PM 0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 1 0 0 1 6
04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 8 0 0 8 15
05:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
05:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
Grand Total 0 0 0 0 0 0 12 1 0 13 2 0 0 0 2 0 14 0 0 14 29
Apprch % 0 0 0 0 0 92.3 7.7 0 100 0 0 0 0 100 0 0
Total % 0 0 0 0 0 0 41.4 3.4 0 44.8 6.9 0 0 0 6.9 0 48.3 0 0 48.3
From North
Tyler
From East
Burbank
From South
Tyler
From West
03:30 PM 0 0 0 0 0 0 2 1 0 3 2 0 0 0 2 0 1 0 0 1 6
03:45 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3
04:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2
04:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 5 0 0 5 7
Total Volume 0 0 0 0 0 0 5 1 0 6 2 0 0 0 2 0 10 0 0 10 18
% App. Total 0 0 0 0 0 83.3 16.7 0 100 0 0 0 0 100 0 0
PHF .000 .000 .000 .000 .000 .000 .625 .250 .000 .500 .250 .000 .000 .000 .250 .000 .500 .000 .000 .500 .643
P.O. Box 468
File Name : PM Peak - Tyler @ Brown
Site Code : 2
Page No : 1
N / S:Brown Street
E / W: Tyler Street
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
03:30 PM 0 7 2 4 13 1 96 2 0 99 18 13 4 5 40 5 145 7 0 157 309
03:45 PM 0 5 2 1 8 2 93 8 0 103 10 13 10 3 36 10 126 0 0 136 283
Total 0 12 4 5 21 3 189 10 0 202 28 26 14 8 76 15 271 7 0 293 592
04:00 PM 3 4 3 0 10 3 105 5 0 113 17 10 5 3 35 10 134 3 0 147 305
04:15 PM 2 8 4 6 20 1 89 1 2 93 10 16 4 4 34 3 142 1 0 146 293
04:30 PM 4 9 14 3 30 3 105 5 0 113 10 11 7 2 30 8 129 2 0 139 312
04:45 PM 1 5 14 2 22 1 110 4 0 115 13 14 7 2 36 2 129 1 0 132 305
Total 10 26 35 11 82 8 409 15 2 434 50 51 23 11 135 23 534 7 0 564 1215
05:00 PM 3 2 19 6 30 5 110 8 0 123 17 11 5 3 36 4 130 4 4 142 331
05:15 PM 4 3 3 0 10 1 109 5 1 116 13 7 7 5 32 6 143 1 0 150 308
Grand Total 17 43 61 22 143 17 817 38 3 875 108 95 49 27 279 48 1078 19 4 1149 2446
Apprch % 11.9 30.1 42.7 15.4 1.9 93.4 4.3 0.3 38.7 34.1 17.6 9.7 4.2 93.8 1.7 0.3
Total % 0.7 1.8 2.5 0.9 5.8 0.7 33.4 1.6 0.1 35.8 4.4 3.9 2 1.1 11.4 2 44.1 0.8 0.2 47
PCs and Peds 1048
% PCs and Peds 94.1 97.7 100 100 98.6 100 96.8 97.4 100 96.9 95.4 100 91.8 100 96.8 97.9 97.2 94.7 100 97.2 97.1
Heavy Vehicles
% Heavy Vehicles 5.9 2.3 0 0 1.4 0 3.2 2.6 0 3.1 4.6 0 8.2 0 3.2 2.1 2.8 5.3 0 2.8 2.9
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
% Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
04:30 PM 4 9 14 3 30 3 105 5 0 113 10 11 7 2 30 8 129 2 0 139 312
04:45 PM 1 5 14 2 22 1 110 4 0 115 13 14 7 2 36 2 129 1 0 132 305
05:00 PM 3 2 19 6 30 5 110 8 0 123 17 11 5 3 36 4 130 4 4 142 331
05:15 PM 4 3 3 0 10 1 109 5 1 116 13 7 7 5 32 6 143 1 0 150 308
Total Volume 12 19 50 11 92 10 434 22 1 467 53 43 26 12 134 20 531 8 4 563 1256
% App. Total 13 20.7 54.3 12 2.1 92.9 4.7 0.2 39.6 32.1 19.4 9 3.6 94.3 1.4 0.7
PHF .750 .528 .658 .458 .767 .500 .986 .688 .250 .949 .779 .768 .929 .600 .931 .625 .928 .500 .250 .938 .949
P.O. Box 468
File Name : PM Peak - Tyler @ Brown
Site Code : 2
Page No : 1
N / S:Brown Street
E / W: Tyler Street
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
03:30 PM 0 1 0 0 1 0 5 0 0 5 1 0 0 0 1 0 3 1 0 4 11
03:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 4 0 0 4 9
Total 0 1 0 0 1 0 9 0 0 9 1 0 1 0 2 0 7 1 0 8 20
04:00 PM 0 0 0 0 0 0 4 0 0 4 2 0 0 0 2 1 3 0 0 4 10
04:15 PM 0 0 0 0 0 0 3 1 0 4 1 0 0 0 1 0 6 0 0 6 11
04:30 PM 1 0 0 0 1 0 5 0 0 5 0 0 2 0 2 0 4 0 0 4 12
04:45 PM 0 0 0 0 0 0 2 0 0 2 1 0 1 0 2 0 3 0 0 3 7
Total 1 0 0 0 1 0 14 1 0 15 4 0 3 0 7 1 16 0 0 17 40
05:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 0 0 4 5
05:15 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 3 0 0 3 5
Grand Total 1 1 0 0 2 0 26 1 0 27 5 0 4 0 9 1 30 1 0 32 70
Apprch % 50 50 0 0 0 96.3 3.7 0 55.6 0 44.4 0 3.1 93.8 3.1 0
Total % 1.4 1.4 0 0 2.9 0 37.1 1.4 0 38.6 7.1 0 5.7 0 12.9 1.4 42.9 1.4 0 45.7
Brown
From North
Tyler
From East
Brown
From South
Tyler
From West
03:45 PM 0 0 0 0 0 0 4 0 0 4 0 0 1 0 1 0 4 0 0 4 9
04:00 PM 0 0 0 0 0 0 4 0 0 4 2 0 0 0 2 1 3 0 0 4 10
04:15 PM 0 0 0 0 0 0 3 1 0 4 1 0 0 0 1 0 6 0 0 6 11
04:30 PM 1 0 0 0 1 0 5 0 0 5 0 0 2 0 2 0 4 0 0 4 12
Total Volume 1 0 0 0 1 0 16 1 0 17 3 0 3 0 6 1 17 0 0 18 42
% App. Total 100 0 0 0 0 94.1 5.9 0 50 0 50 0 5.6 94.4 0 0
PHF .250 .000 .000 .000 .250 .000 .800 .250 .000 .850 .375 .000 .375 .000 .750 .250 .708 .000 .000 .750 .875
P.O. Box 468
Appendix B
MassDOT Traffic Volumes
Y
e
a
r
J
a
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b
M
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A
p
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7
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,
4
3
2
5
,
1
2
3
5
,
1
3
3
9
.
9
6
%
M
e
r
r
i
a
m

S
t

s
o
u
t
h

o
f

W
e
s
t

S
t
7
,
9
0
0
7
,
8
4
0
4
,
9
0
0
4
,
8
0
0
4
,
7
8
3
5
,
3
0
0
4
,
2
6
1
4
,
1
2
1
4
,
0
7
7
-
6
.
7
3
%
V
a
l
e
n
i
n
e

R
d

n
o
r
t
h

o
f

W
e
s
t

S
t
5
,
2
9
7
5
,
3
0
0
5
,
1
8
2
5
,
0
3
5
7
,
3
0
0
7
,
2
5
6
7
,
1
0
0
5
,
6
1
2
5
,
5
9
9
2
.
0
0
%
H
a
n
c
o
c
k

R
d

w
e
s
t

o
f

N
o
r
t
h

S
t

(
R
t
e

7
)
4
,
6
0
0
4
,
5
6
5
4
,
3
9
6
4
,
4
0
0
4
,
3
8
5
4
,
3
4
7
4
,
0
0
2
3
,
9
8
2
4
,
0
2
0
-
1
.
6
3
%
P
e
c
k
s

R
d

n
o
r
t
h

o
f

L
a
k
e
w
a
y

D
r
4
,
0
9
4
3
,
1
0
0
3
,
0
8
6
3
,
0
3
5
3
,
0
2
6
3
,
0
0
0
2
,
9
2
2
3
,
5
7
6
3
,
5
8
6
-
0
.
9
3
%
H
i
g
h
l
a
n
d

A
v
e

n
o
r
t
h

o
f

P
e
c
k
s

R
d
3
,
9
9
7
3
,
3
0
0
3
,
2
2
7
3
,
1
3
5
3
,
9
0
0
3
,
8
7
6
3
,
7
6
2
3
,
7
4
6
3
,
7
5
8
-
0
.
2
2
%
N
o
r
t
h

S
t

s
o
u
t
h

o
f

P
o
n
t
o
o
s
u
c

A
v
e
1
0
,
6
9
3
1
0
,
2
0
0
9
,
9
7
4
9
,
6
9
0
9
,
9
0
0
9
,
8
4
0
9
,
5
0
0
1
0
,
4
5
3
1
0
,
5
0
7
-
0
.
1
3
%
W
e
s
t

H
o
u
s
a
t
o
n
i
c

S
t

e
a
s
t

o
f

G
a
l
e

S
t
1
3
,
3
0
0
1
3
,
8
0
0
1
3
,
5
0
0
1
3
,
1
0
0
1
3
,
1
1
9
1
1
,
6
0
0
1
2
,
7
4
6
1
1
,
8
1
2
1
0
,
9
8
3
-
2
.
1
6
%
S
o
u
t
h

S
t

s
o
u
t
h

o
f

T
a
y
l
o
r

S
t
2
2
,
9
8
1
2
2
,
2
0
0
2
2
,
0
2
7
2
1
,
4
1
4
2
1
,
9
0
0
2
1
,
9
4
9
2
1
,
4
4
1
2
1
,
1
5
4
2
1
,
1
6
8
-
1
.
0
1
%
C
r
o
f
u
t

S
t

e
a
s
t

o
f

R
t
e
s

7

&

2
0
4
,
1
0
0
4
,
0
8
8
4
,
0
6
4
4
,
0
0
0
3
,
9
6
8
3
,
9
8
2
4
,
1
4
9
4
,
0
8
2
4
,
0
9
1
-
0
.
0
1
%
S
o
u
t
h

M
o
u
n
t
a
i
n

R
d

w
e
s
t

o
f

R
t
e
s

7

&

2
0
1
,
8
0
0
1
,
1
0
0
1
,
0
7
6
1
,
6
0
0
1
,
5
0
0
1
,
4
9
1
1
,
4
6
8
1
,
4
4
1
1
,
4
4
6
-
0
.
2
8
%
B
a
r
k
e
r

R
d

a
t

R
i
c
h
m
o
n
d

T
o
w
n

L
i
n
e

3
,
9
9
7
3
,
4
0
0
3
,
3
2
5
3
,
2
3
0
4
,
1
0
0
4
,
0
7
5
4
,
0
6
7
4
,
3
5
0
4
,
3
5
5
1
.
6
5
%
D
e
p
o
t

S
t

w
e
s
t

o
f

N
o
r
t
h

S
t
8
,
0
0
0
7
,
9
4
0
7
,
6
4
5
7
,
4
0
0
7
,
3
4
8
7
,
2
7
5
6
,
9
1
6
6
,
7
1
5
6
,
6
7
4
-
2
.
2
3
%
B
u
r
b
a
n
k

S
t

e
a
s
t

o
f

F
i
r
s
t

S
t

(
R
t
e

7
)
1
,
5
0
0
1
,
3
0
0
1
,
2
7
1
1
,
2
3
5
1
,
2
8
6
1
,
2
7
3
1
,
2
3
7
1
,
1
9
8
1
,
2
0
4
-
2
.
5
9
%
S
p
r
i
n
g
s
i
d
e

A
v
e

w
e
s
t

o
f

B
e
n
e
d
i
c
t

A
v
e
4
,
7
5
5
4
,
6
7
3
4
,
5
0
0
4
,
4
5
3
4
,
4
2
9
4
,
8
0
0
4
,
5
0
7
4
,
4
5
6
4
,
6
3
1
-
0
.
2
4
%
C
r
a
n
e

A
v
e

e
a
s
t

o
f

O
a
k

H
i
l
l

R
d
8
,
1
0
0
8
,
0
3
9
9
,
0
0
0
7
,
9
0
0
7
,
8
7
2
8
,
1
0
0
7
,
7
6
3
8
,
2
3
3
7
,
1
0
8
-
1
.
2
8
%
A
p
p
l
e
t
o
n

A
v
e

n
o
r
t
h

o
f

D
a
w
e
s

A
v
e
2
,
4
5
6
2
,
3
0
0
2
,
2
9
0
2
,
2
5
2
2
,
4
0
0
2
,
3
9
5
2
,
3
2
1
2
,
0
8
8
2
,
0
9
3
-
1
.
8
7
%
W
i
l
l
i
a
m
s

S
t

e
a
s
t

o
f

H
o
l
m
e
s

R
d
8
,
8
0
2
8
,
6
5
1
7
,
6
0
0
7
,
5
2
0
7
,
4
8
0
7
,
0
0
0
6
,
6
3
9
6
,
6
8
9
6
,
7
1
4
-
3
.
2
4
%
E
l
m

S
t

w
e
s
t

o
f

O
n
t
a
r
i
o

S
t
1
1
,
8
0
0
1
1
,
7
1
1
1
1
,
4
0
0
1
1
,
7
0
0
1
1
,
6
5
9
1
1
,
7
0
0
1
0
,
6
7
8
1
1
,
2
5
9
1
1
,
2
4
9
-
0
.
5
2
%
N
e
w
e
l
l

S
t

s
o
u
t
h

o
f

E
a
s
t

S
t
1
0
,
0
1
6
9
,
8
4
4
1
0
,
8
0
0
1
0
,
6
8
7
1
0
,
6
2
9
1
1
,
0
0
0
1
0
,
3
5
3
1
0
,
3
8
1
1
0
,
8
5
7
1
.
1
1
%
D
a
l
t
o
n

A
v
e

w
e
s
t

o
f

M
e
r
r
i
l
l

R
d
1
6
,
3
2
9
1
3
,
2
0
0
1
6
,
5
0
0
1
6
,
2
0
8
1
6
,
5
4
8
1
8
,
2
0
0
1
7
,
4
1
0
1
8
,
5
1
1
1
6
,
0
9
4
0
.
6
3
%
S
o
u
t
h

S
t

n
o
r
t
h

o
f

R
t
e

2
0
2
4
,
6
0
0
2
4
,
6
8
3
2
4
,
2
1
6
2
1
,
9
0
0
2
1
,
9
3
2
2
1
,
9
9
7
2
0
,
1
0
2
2
0
,
0
9
2
2
0
,
0
6
2
-
2
.
4
4
%
N
o
r
t
h

S
t

s
o
u
t
h

o
f

M
a
p
l
e
w
o
o
d

A
v
e
1
7
,
0
3
0
1
5
,
9
0
0
1
4
,
4
0
0
1
4
,
1
4
5
1
3
,
4
0
0
1
4
,
7
0
0
1
4
,
1
4
9
1
3
,
0
5
7
1
3
,
1
6
3
-
3
.
0
1
%
W
e
s
t

S
t

w
e
s
t

o
f

R
t
e

7

R
o
t
a
r
y
1
1
,
3
0
0
1
1
,
2
1
5
1
0
,
7
9
8
9
,
3
0
0
9
,
2
6
7
9
,
1
8
7
9
,
0
5
0
8
,
8
7
6
8
,
8
5
0
-
2
.
9
1
%
E
a
s
t

S
t

e
a
s
t

o
f

S
e
c
o
n
d

S
t
2
5
,
6
0
0
2
5
,
2
3
1
2
6
,
1
5
0
2
2
,
3
0
0
2
2
,
2
1
3
2
2
,
4
5
7
2
1
,
7
4
8
2
1
,
1
9
7
2
1
,
2
5
3
-
2
.
1
6
%
C
o
l
u
m
b
u
s

A
v
e

w
e
s
t

o
f

R
t
e

7
7
,
4
8
7
7
,
3
5
8
-
-
-
-
-
-
6
,
6
0
0
6
,
3
0
8
6
,
0
6
3
5
,
2
9
0
-
5
.
0
9
%
C
e
n
t
e
r

S
t

n
o
r
t
h

o
f

R
t
e

2
0
1
2
,
4
0
0
1
2
,
3
6
5
1
2
,
2
9
1
1
2
,
2
0
0
1
2
,
1
0
3
1
2
,
1
4
4
1
0
,
4
9
6
1
0
,
3
2
6
1
0
,
2
9
7
-
2
.
1
9
%
E
a
g
l
e

S
t

e
a
s
t

o
f

R
t
e

7
2
,
3
5
4
1
,
8
0
0
1
,
7
9
2
1
,
7
6
2
1
,
9
0
0
1
,
8
9
6
1
,
8
2
6
1
,
7
6
4
1
,
7
6
8
-
3
.
1
1
%
M
a
p
l
e
w
o
o
d

A
v
e

e
a
s
t

o
f

F
i
r
s
t

S
t
9
6
0
9
5
7
9
5
2
1
,
0
0
0
9
9
2
9
9
5
9
6
2
9
1
7
9
2
2
-
0
.
4
7
%
B
u
r
b
a
n
k

S
t

s
o
u
t
h

o
f

T
y
l
e
r

S
t
1
,
2
9
9
1
,
3
0
0
1
,
2
7
1
1
,
2
3
5
1
,
7
0
0
1
,
6
9
0
1
,
6
2
5
1
,
3
9
3
1
,
4
0
2
1
.
8
3
%
T
y
l
e
r

S
t

e
a
s
t

o
f

R
t
e

9
1
,
8
2
1
1
,
7
9
0
2
,
2
0
0
2
,
1
7
7
2
,
1
6
5
2
,
5
0
0
2
,
3
6
6
2
,
3
2
6
2
,
0
0
7
1
.
7
9
%
M
e
a
d
o
w

L
a
n
e

n
o
r
h
t

o
f

E
l
m

S
t
6
,
0
3
8
5
,
2
0
0
5
,
1
7
7
5
,
0
9
1
5
,
2
0
0
5
,
1
8
8
4
,
7
8
0
5
,
1
0
6
5
,
1
1
0
-
1
.
8
8
%
B
e
n
e
d
i
c
t

R
d

s
o
u
t
h

o
f

C
r
a
n
e

A
v
e
4
,
2
4
9
4
,
1
7
6
2
,
9
0
0
2
,
8
7
0
2
,
8
5
4
3
,
3
0
0
3
,
1
5
0
3
,
1
7
0
3
,
1
3
3
-
2
.
9
1
%
E
l
b
e
r
o
n

A
v
e

e
a
s
t

o
f

B
r
i
g
h
t
o
n

A
v
e
8
3
0
8
2
8
8
2
3
1
,
7
0
0
1
,
6
8
7
1
,
6
9
2
9
1
4
9
2
5
9
3
5
7
.
6
9
%
L
i
n
c
o
l
n

S
t

b
e
t
w
e
e
n

S
e
c
o
n
d

&

C
h
e
r
r
t

S
t
s
4
,
0
0
0
3
,
9
8
9
3
,
9
6
5
6
,
4
0
0
6
,
3
4
9
6
,
3
7
1
6
,
1
5
4
5
,
8
6
3
5
,
8
9
2
6
.
5
6
%
W
i
n
t
e
r

S
t

a
t

B
u
r
b
a
n
k

S
t
5
5
0
5
4
2
5
4
0
5
2
6
5
3
6
5
1
0
4
9
0
4
4
3
4
4
6
-
2
.
5
3
%
W
e
s
t

S
t

w
e
s
t

o
f

T
o
r

C
t
6
,
5
9
6
5
,
8
0
0
5
,
6
7
1
5
,
5
1
0
8
,
3
0
0
8
,
2
5
0
8
,
2
6
9
7
,
8
8
8
7
,
8
7
2
3
.
5
4
%
P
o
m
e
r
o
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Appendix C
Trip Generation Worksheet
Institute of Transportation Engineers (ITE)
Land Use Code (LUC) 937 - Coffee/Donut Shop
with Drive-Through Window
Average Vehicle Trips Ends vs: 1,000 Sq. Feet Gross Floor Area
Independent Variable (X):
WEEKDAY MORNING PEAK HOUR OF ADJACENT STREET TRAFFIC
T = 100.58 * (X)
T = 100.58 *
T = 213.23
T =
with 51% ( 109 vph) entering and 49% ( 104 vph) exiting.
WEEKDAY EVENING PEAK HOUR OF ADJACENT STREET TRAFFIC
T = 42.80 * (X)
T = 42.80 *
T = 90.74
T =
SATURDAY PEAK HOUR OF GENERATOR
T = 84.52 * (X)
T = 84.52 *
T = 179.18
T =
2.120
179 vehicle trips
91 vehicle trips
213 vehicle trips
2.120
2.120
2.120
Tighe & Bond, Inc. ITE LUC 937 - 2120 sf.xls
Appendix D
Level of Service Worksheets
1: Burbank Street & Tyler Street Existing
HCM 2010 TWSC
Weekday AM
AM Existing.syn Synchro 8 Report
Tighe & Bond, Inc. Page 1
Intersection
Int Delay, s/veh 1.7
Movement EBT EBR WBL WBT NBL NBR
Vol, veh/h 265 9 51 334 8 60
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 4 - - -5 5 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 288 10 55 363 9 65
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 298 0 767 293
Stage 1 - - - - 293 -
Stage 2 - - - - 474 -
Critical Hdwy - - 4.12 - 7.42 6.72
Critical Hdwy Stg 1 - - - - 6.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1263 - 299 717
Stage 1 - - - - 698 -
Stage 2 - - - - 549 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1263 - 283 717
Mov Cap-2 Maneuver - - - - 283 -
Stage 1 - - - - 698 -
Stage 2 - - - - 519 -
Approach EB WB NB
HCM Control Delay, s 0 1.1 11.8
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 607 - - 1263 -
HCM Lane V/C Ratio 0.122 - - 0.044 -
HCM Control Delay (s) 11.8 - - 8 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 0.4 - - 0.1 -
2: Brown Street & Tyler Street Existing
Queues
Weekday AM
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 353 393 109 49
v/c Ratio 0.25 0.28 0.42 0.20
Control Delay 4.1 4.3 21.3 21.4
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 4.1 4.3 21.3 21.4
Queue Length 50th (ft) 42 49 24 13
Internal Link Dist (ft) 132 240 292 520
Turn Bay Length (ft)
Base Capacity (vph) 1387 1385 553 570
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.25 0.28 0.20 0.09
Intersection Summary
HCM 2010 Signalized Intersection Summary
Weekday AM
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 8 288 15 23 347 8 19 18 35 7 17 14
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1852 1816 1852 1900 1845 1900 1900 1863 1900 1900 1863 1900
Adj Flow Rate, veh/h 9 327 17 24 361 8 29 27 53 9 22 18
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.88 0.88 0.88 0.96 0.96 0.96 0.66 0.66 0.66 0.79 0.79 0.79
Percent Heavy Veh, % 2 2 2 3 3 3 2 2 2 2 2 2
Cap, veh/h 74 1200 61 102 1216 26 115 60 89 94 104 71
Arrive On Green 0.71 0.71 0.71 0.71 0.71 0.71 0.11 0.11 0.11 0.11 0.11 0.11
Sat Flow, veh/h 12 1692 86 48 1715 37 301 528 785 164 916 627
Grp Volume(v), veh/h 353 0 0 393 0 0 109 0 0 49 0 0
Grp Sat Flow(s),veh/h/ln 1791 0 0 1800 0 0 1613 0 0 1707 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 1.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.0 0.0 0.0 4.5 0.0 0.0 3.5 0.0 0.0 1.4 0.0 0.0
Prop In Lane 0.03 0.05 0.06 0.02 0.27 0.49 0.18 0.37
Lane Grp Cap(c), veh/h 1335 0 0 1344 0 0 264 0 0 269 0 0
V/C Ratio(X) 0.26 0.00 0.00 0.29 0.00 0.00 0.41 0.00 0.00 0.18 0.00 0.00
Avail Cap(c_a), veh/h 1335 0 0 1344 0 0 783 0 0 807 0 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 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 3.0 0.0 0.0 3.0 0.0 0.0 23.7 0.0 0.0 22.8 0.0 0.0
Incr Delay (d2), s/veh 0.5 0.0 0.0 0.6 0.0 0.0 2.2 0.0 0.0 0.7 0.0 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 BackOfQ(50%),veh/ln 2.1 0.0 0.0 2.4 0.0 0.0 1.8 0.0 0.0 0.7 0.0 0.0
LnGrp Delay(d),s/veh 3.5 0.0 0.0 3.6 0.0 0.0 25.9 0.0 0.0 23.5 0.0 0.0
LnGrp LOS A A C C
Approach Vol, veh/h 353 393 109 49
Approach Delay, s/veh 3.5 3.6 25.9 23.5
Approach LOS A A C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 11.4 63.6 11.4 63.6
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 25.0 40.0 25.0 40.0
Max Q Clear Time (g_c+I1), s 5.5 6.0 3.4 6.5
Green Ext Time (p_c), s 1.4 3.4 1.5 3.4
HCM 2010 Ctrl Delay 7.3
HCM 2010 LOS A
Timing Report, Sorted By Phase
Weekday AM
Phase Number 2 4 6 8
Movement NBTL EBTL SBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Min None C-Min
Maximum Split (s) 30 45 30 45
Maximum Split (%) 40.0% 60.0% 40.0% 60.0%
Minimum Split (s) 12 45 12 45
Yellow Time (s) 3 3 3 3
All-Red Time (s) 2 2 2 2
Minimum Initial (s) 7 40 7 40
Vehicle Extension (s) 5 3 5 3
Minimum Gap (s) 3 3 3 3
Time Before Reduce (s) 0 0 0 0
Time To Reduce (s) 0 0 0 0
Walk Time (s)
Flash Dont Walk (s)
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 0 30 0 30
End Time (s) 30 0 30 0
Yield/Force Off (s) 25 70 25 70
Yield/Force Off 170(s) 25 70 25 70
Local Start Time (s) 5 35 5 35
Local Yield (s) 30 0 30 0
Local Yield 170(s) 30 0 30 0
Cycle Length 75
Control Type Actuated-Coordinated
Natural Cycle 60
Offset: 70 (93%), Referenced to phase 4:EBTL and 8:WBTL, Start of Yellow
Splits and Phases: 2: Brown Street & Tyler Street
3: Parker Street & Tyler Street Existing
HCM 2010 TWSC
Weekday AM
Intersection
Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR
Vol, veh/h 8 315 6 3 355 9 4 0 4
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop
RT Channelized - - None - - None - - None
Storage Length - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 -
Peak Hour Factor 83 83 83 92 92 92 50 50 50
Heavy Vehicles, % 4 4 4 4 4 4 0 0 0
Mvmt Flow 10 380 7 3 386 10 8 0 8
Conflicting Flow All 396 0 0 387 0 0 814 804 383
Stage 1 - - - - - - 402 402 -
Stage 2 - - - - - - 412 402 -
Critical Hdwy 4.14 - - 4.14 - - 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 -
Follow-up Hdwy 2.236 - - 2.236 - - 3.5 4 3.3
Pot Cap-1 Maneuver 1152 - - 1161 - - 299 319 669
Stage 1 - - - - - - 629 604 -
Stage 2 - - - - - - 621 604 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1152 - - 1161 - - 279 315 669
Mov Cap-2 Maneuver - - - - - - 279 315 -
Stage 1 - - - - - - 622 597 -
Stage 2 - - - - - - 590 602 -
Approach EB WB NB
HCM Control Delay, s 0.2 0.1 14.5
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h) 394 1152 - - 1161 - - 398
HCM Lane V/C Ratio 0.041 0.008 - - 0.003 - - 0.081
HCM Control Delay (s) 14.5 8.2 0 - 8.1 0 - 14.8
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.3
HCM 2010 TWSC
Weekday AM
Intersection
Int Delay, s/veh
Movement SBL SBT SBR
Vol, veh/h 2 8 9
Conflicting Peds, #/hr 0 0 0
Sign Control Stop Stop Stop
RT Channelized - - None
Storage Length - - -
Veh in Median Storage, # - 0 -
Grade, % - 0 -
Peak Hour Factor 59 59 59
Heavy Vehicles, % 12 12 12
Mvmt Flow 3 14 15
Major/Minor Minor2
Conflicting Flow All 803 803 391
Stage 1 397 397 -
Stage 2 406 406 -
Critical Hdwy 7.22 6.62 6.32
Critical Hdwy Stg 1 6.22 5.62 -
Follow-up Hdwy 3.608 4.108 3.408
Pot Cap-1 Maneuver 290 306 636
Stage 1 609 586 -
Stage 2 602 581 -
Platoon blocked, %
Mov Cap-1 Maneuver 283 302 636
Mov Cap-2 Maneuver 283 302 -
Stage 1 602 584 -
Stage 2 588 575 -
Approach SB
HCM Control Delay, s 14.8
HCM LOS B
Minor Lane/Major Mvmt
1: Burbank Street & Tyler Street Existing
HCM 2010 TWSC
Weekday PM
PM Existing.syn Synchro 8 Report
Intersection
Vol, veh/h 475 10 42 435 8 82
Grade, % 4 - - -5 5 -
Mvmt Flow 516 11 46 473 9 89
Stage 1 - - - - 522 -
Stage 2 - - - - 564 -
Critical Hdwy - - 4.12 - 7.42 6.72
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1040 - 177 516
Stage 1 - - - - 515 -
Stage 2 - - - - 487 -
Mov Cap-1 Maneuver - - 1040 - 166 516
Stage 1 - - - - 515 -
Stage 2 - - - - 458 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 435 - - 1040 -
HCM Lane V/C Ratio 0.225 - - 0.044 -
HCM Control Delay (s) 15.7 - - 8.6 0
HCM Lane LOS C - - A A
HCM 95th %tile Q(veh) 0.9 - - 0.1 -
Queues
Weekday PM
v/c Ratio 0.50 0.41 0.45 0.49
Control Delay 7.5 6.4 21.6 31.7
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 7.5 6.4 21.6 31.7
Reduced v/c Ratio 0.50 0.41 0.24 0.25
Weekday PM
Lane Configurations
Volume (veh/h) 8 531 20 22 434 10 26 43 53 50 19 12
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.95 0.95 0.95 0.90 0.90 0.90 0.75 0.75 0.75
Cap, veh/h 67 1165 44 87 1163 27 107 103 104 212 74 33
Arrive On Green 0.68 0.68 0.68 0.68 0.68 0.68 0.15 0.15 0.15 0.15 0.15 0.15
Sat Flow, veh/h 7 1707 65 34 1703 40 220 700 705 768 505 221
Grp Volume(v), veh/h 602 0 0 491 0 0 136 0 0 108 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 9.5 0.0 0.0 6.9 0.0 0.0 4.4 0.0 0.0 3.7 0.0 0.0
Prop In Lane 0.01 0.04 0.05 0.02 0.21 0.43 0.62 0.15
V/C Ratio(X) 0.47 0.00 0.00 0.38 0.00 0.00 0.43 0.00 0.00 0.34 0.00 0.00
Avail Cap(c_a), veh/h 1277 0 0 1277 0 0 751 0 0 722 0 0
Incr Delay (d2), s/veh 1.3 0.0 0.0 0.9 0.0 0.0 2.0 0.0 0.0 1.3 0.0 0.0
LnGrp LOS A A C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A
Weekday PM
Lead/Lag
Lead-Lag Optimize
Maximum Split (%) 40.0% 60.0% 40.0% 60.0%
Walk Time (s)
Flash Dont Walk (s)
End Time (s) 30 0 30 0
Local Yield 170(s) 30 0 30 0
Cycle Length 75
Natural Cycle 60
HCM 2010 TWSC
Weekday PM
Intersection
Vol, veh/h 4 607 11 6 444 1 6 1 8
Grade, % - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 4 4 4 4 4 4 0 0 0
Mvmt Flow 4 660 12 7 483 1 7 1 9
Stage 1 - - - - - - 674 674 -
Stage 2 - - - - - - 500 497 -
Critical Hdwy 4.14 - - 4.14 - - 7.1 6.5 6.2
Follow-up Hdwy 2.236 - - 2.236 - - 3.5 4 3.3
Pot Cap-1 Maneuver 1068 - - 909 - - 170 194 463
Stage 1 - - - - - - 448 457 -
Stage 2 - - - - - - 557 548 -
Mov Cap-1 Maneuver 1068 - - 909 - - 164 191 463
Mov Cap-2 Maneuver - - - - - - 164 191 -
Stage 1 - - - - - - 445 454 -
Stage 2 - - - - - - 543 542 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 254 1068 - - 909 - - 265
HCM Lane V/C Ratio 0.064 0.004 - - 0.007 - - 0.033
HCM Control Delay (s) 20.1 8.4 0 - 9 0 - 19
HCM Lane LOS C A A - A A - C
HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.1
HCM 2010 TWSC
Weekday PM
Intersection
Int Delay, s/veh
Vol, veh/h 1 3 4
Grade, % - 0 -
Mvmt Flow 1 3 4
Major/Minor Minor2
Stage 1 496 496 -
Stage 2 679 680 -
Follow-up Hdwy 3.608 4.108 3.408
Stage 1 537 529 -
Stage 2 426 436 -
Platoon blocked, %
Stage 1 534 523 -
Stage 2 414 433 -
Approach SB
HCM Control Delay, s 19
HCM LOS C
1: Burbank Street & Tyler Street No Build
HCM 2010 TWSC
Weekday AM
AM NB.syn Synchro 8 Report
Intersection
Vol, veh/h 279 9 54 351 8 63
Grade, % 4 - - -5 5 -
Mvmt Flow 303 10 59 382 9 68
Stage 1 - - - - 308 -
Stage 2 - - - - 499 -
Critical Hdwy - - 4.12 - 7.42 6.72
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1247 - 280 701
Stage 1 - - - - 684 -
Stage 2 - - - - 531 -
Mov Cap-1 Maneuver - - 1247 - 263 701
Stage 1 - - - - 684 -
Stage 2 - - - - 499 -
Approach EB WB NB
HCM Control Delay, s 0 1.1 12
HCM LOS B
Capacity (veh/h) 590 - - 1247 -
HCM Lane V/C Ratio 0.131 - - 0.047 -
HCM Control Delay (s) 12 - - 8 0
HCM 95th %tile Q(veh) 0.4 - - 0.1 -
2: Brown Street & Tyler Street No Build
Queues
Weekday AM
v/c Ratio 0.28 0.32 0.43 0.20
Control Delay 4.5 4.8 21.2 21.1
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 4.5 4.8 21.2 21.1
Reduced v/c Ratio 0.28 0.32 0.21 0.09
Weekday AM
Lane Configurations
Volume (veh/h) 8 302 16 24 365 8 20 19 37 7 18 15
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.88 0.88 0.88 0.96 0.96 0.96 0.66 0.66 0.66 0.79 0.79 0.79
Cap, veh/h 73 1182 61 100 1200 24 115 69 100 92 116 80
Arrive On Green 0.70 0.70 0.70 0.70 0.70 0.70 0.13 0.13 0.13 0.13 0.13 0.13
Sat Flow, veh/h 12 1692 87 47 1717 35 285 545 788 145 918 631
Grp Volume(v), veh/h 370 0 0 413 0 0 115 0 0 51 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 1.5 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.5 0.0 0.0 5.0 0.0 0.0 3.7 0.0 0.0 1.5 0.0 0.0
Prop In Lane 0.02 0.05 0.06 0.02 0.26 0.49 0.18 0.37
V/C Ratio(X) 0.28 0.00 0.00 0.31 0.00 0.00 0.40 0.00 0.00 0.18 0.00 0.00
Avail Cap(c_a), veh/h 1315 0 0 1324 0 0 773 0 0 795 0 0
Incr Delay (d2), s/veh 0.5 0.0 0.0 0.6 0.0 0.0 2.0 0.0 0.0 0.6 0.0 0.0
LnGrp LOS A A C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A
Weekday AM
Lead/Lag
Lead-Lag Optimize
Recall Mode Min C-Min Min C-Min
Maximum Split (%) 40.0% 60.0% 40.0% 60.0%
Walk Time (s)
Flash Dont Walk (s)
End Time (s) 30 0 30 0
Local Yield 170(s) 30 0 30 0
Cycle Length 75
Natural Cycle 60
3: Parker Street & Tyler Street No Build
HCM 2010 TWSC
Weekday AM
Intersection
Int Delay, s/veh 1
Vol, veh/h 8 331 6 3 373 9 4 0 4
Grade, % - 0 - - 0 - - 0 -
Peak Hour Factor 83 83 83 92 92 92 50 50 50
Heavy Vehicles, % 4 4 4 4 4 4 0 0 0
Mvmt Flow 10 399 7 3 405 10 8 0 8
Stage 1 - - - - - - 422 422 -
Stage 2 - - - - - - 431 422 -
Critical Hdwy 4.14 - - 4.14 - - 7.1 6.5 6.2
Follow-up Hdwy 2.236 - - 2.236 - - 3.5 4 3.3
Pot Cap-1 Maneuver 1133 - - 1142 - - 281 302 653
Stage 1 - - - - - - 613 592 -
Stage 2 - - - - - - 607 592 -
Mov Cap-1 Maneuver 1133 - - 1142 - - 261 298 653
Mov Cap-2 Maneuver - - - - - - 261 298 -
Stage 1 - - - - - - 606 585 -
Stage 2 - - - - - - 576 590 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 373 1133 - - 1142 - - 380
HCM Lane V/C Ratio 0.043 0.009 - - 0.003 - - 0.085
HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.3
HCM 2010 TWSC
Weekday AM
Intersection
Int Delay, s/veh
Vol, veh/h 2 8 9
Grade, % - 0 -
Mvmt Flow 3 14 15
Major/Minor Minor2
Stage 1 417 417 -
Stage 2 426 425 -
Follow-up Hdwy 3.608 4.108 3.408
Stage 1 594 574 -
Stage 2 587 570 -
Platoon blocked, %
Stage 1 587 572 -
Stage 2 573 564 -
Approach SB
HCM LOS C
1: Burbank Street & Tyler Street No Build
HCM 2010 TWSC
Weekday PM
PM NB.syn Synchro 8 Report
Intersection
Vol, veh/h 499 11 44 457 8 86
Grade, % 4 - - -5 5 -
Mvmt Flow 542 12 48 497 9 93
Stage 1 - - - - 548 -
Stage 2 - - - - 592 -
Critical Hdwy - - 4.12 - 7.42 6.72
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1016 - 162 497
Stage 1 - - - - 497 -
Stage 2 - - - - 469 -
Mov Cap-1 Maneuver - - 1016 - 151 497
Stage 1 - - - - 497 -
Stage 2 - - - - 439 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 416 - - 1016 -
HCM Lane V/C Ratio 0.246 - - 0.047 -
HCM 95th %tile Q(veh) 1 - - 0.1 -
Queues
Weekday PM
v/c Ratio 0.53 0.45 0.48 0.46
Control Delay 7.5 6.5 22.7 31.3
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 7.5 6.5 22.7 31.3
Reduced v/c Ratio 0.53 0.45 0.25 0.22
Weekday PM
Lane Configurations
Volume (veh/h) 8 558 21 23 456 11 27 45 56 53 20 13
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Cap, veh/h 67 1166 44 88 1158 27 106 102 104 210 74 32
Arrive On Green 0.68 0.68 0.68 0.68 0.68 0.68 0.15 0.15 0.15 0.15 0.15 0.15
Sat Flow, veh/h 7 1709 64 35 1698 40 213 692 708 751 506 220
Grp Volume(v), veh/h 639 0 0 533 0 0 139 0 0 94 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 10.4 0.0 0.0 7.7 0.0 0.0 4.6 0.0 0.0 3.2 0.0 0.0
Prop In Lane 0.01 0.04 0.05 0.02 0.21 0.44 0.62 0.15
V/C Ratio(X) 0.50 0.00 0.00 0.42 0.00 0.00 0.45 0.00 0.00 0.30 0.00 0.00
Avail Cap(c_a), veh/h 1276 0 0 1274 0 0 750 0 0 718 0 0
Incr Delay (d2), s/veh 1.4 0.0 0.0 1.0 0.0 0.0 2.1 0.0 0.0 1.1 0.0 0.0
LnGrp LOS A A C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A
Weekday PM
Lead/Lag
Lead-Lag Optimize
Maximum Split (%) 40.0% 60.0% 40.0% 60.0%
Walk Time (s)
Flash Dont Walk (s)
End Time (s) 30 0 30 0
Local Yield 170(s) 30 0 30 0
Cycle Length 75
Natural Cycle 60
HCM 2010 TWSC
Weekday PM
Intersection
Vol, veh/h 4 638 12 6 467 1 6 1 8
Grade, % - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 4 4 4 4 4 4 0 0 0
Mvmt Flow 4 693 13 7 508 1 7 1 9
Stage 1 - - - - - - 709 709 -
Stage 2 - - - - - - 525 522 -
Critical Hdwy 4.14 - - 4.14 - - 7.1 6.5 6.2
Follow-up Hdwy 2.236 - - 2.236 - - 3.5 4 3.3
Pot Cap-1 Maneuver 1046 - - 882 - - 155 179 443
Stage 1 - - - - - - 428 440 -
Stage 2 - - - - - - 540 534 -
Mov Cap-1 Maneuver 1046 - - 882 - - 149 176 443
Mov Cap-2 Maneuver - - - - - - 149 176 -
Stage 1 - - - - - - 425 437 -
Stage 2 - - - - - - 526 528 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 234 1046 - - 882 - - 245
HCM Lane V/C Ratio 0.07 0.004 - - 0.007 - - 0.035
HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.1
HCM 2010 TWSC
Weekday PM
Intersection
Int Delay, s/veh
Vol, veh/h 1 3 4
Grade, % - 0 -
Mvmt Flow 1 3 4
Major/Minor Minor2
Stage 1 521 521 -
Stage 2 714 715 -
Follow-up Hdwy 3.608 4.108 3.408
Stage 1 521 515 -
Stage 2 407 420 -
Platoon blocked, %
Stage 1 518 509 -
Stage 2 396 417 -
Approach SB
HCM LOS C
1: Burbank Street & Tyler Street Build
HCM 2010 TWSC
Weekday AM
AM Build.syn Synchro 8 Report
Intersection
Vol, veh/h 297 9 58 367 8 67
Grade, % 4 - - -5 5 -
Mvmt Flow 323 10 63 399 9 73
Stage 1 - - - - 328 -
Stage 2 - - - - 525 -
Critical Hdwy - - 4.12 - 7.42 6.72
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1226 - 260 682
Stage 1 - - - - 666 -
Stage 2 - - - - 513 -
Mov Cap-1 Maneuver - - 1226 - 243 682
Stage 1 - - - - 666 -
Stage 2 - - - - 479 -
Approach EB WB NB
HCM LOS B
Capacity (veh/h) 572 - - 1226 -
HCM Lane V/C Ratio 0.143 - - 0.051 -
HCM 95th %tile Q(veh) 0.5 - - 0.2 -
2: Brown Street & Tyler Street Build
Queues
Weekday AM
v/c Ratio 0.29 0.32 0.44 0.21
Control Delay 4.3 4.6 20.8 21.5
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 4.3 4.6 20.8 21.5
Reduced v/c Ratio 0.29 0.32 0.21 0.09
Weekday AM
Lane Configurations
Volume (veh/h) 8 324 16 27 385 10 20 19 40 9 18 15
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.88 0.88 0.88 0.96 0.96 0.96 0.66 0.66 0.66 0.79 0.79 0.79
Cap, veh/h 72 1191 57 103 1192 29 113 64 101 99 112 75
Arrive On Green 0.70 0.70 0.70 0.70 0.70 0.70 0.12 0.12 0.12 0.12 0.12 0.12
Sat Flow, veh/h 11 1699 82 51 1700 41 276 518 821 184 908 610
Grp Volume(v), veh/h 395 0 0 439 0 0 120 0 0 53 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 1.8 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.8 0.0 0.0 5.3 0.0 0.0 3.9 0.0 0.0 1.6 0.0 0.0
Prop In Lane 0.02 0.05 0.06 0.02 0.25 0.51 0.21 0.36
V/C Ratio(X) 0.30 0.00 0.00 0.33 0.00 0.00 0.43 0.00 0.00 0.19 0.00 0.00
Avail Cap(c_a), veh/h 1321 0 0 1324 0 0 774 0 0 795 0 0
Incr Delay (d2), s/veh 0.6 0.0 0.0 0.7 0.0 0.0 2.2 0.0 0.0 0.7 0.0 0.0
LnGrp LOS A A C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A
Weekday AM
Lead/Lag
Lead-Lag Optimize
Maximum Split (%) 40.0% 60.0% 40.0% 60.0%
Walk Time (s)
Flash Dont Walk (s)
End Time (s) 30 0 30 0
Local Yield 170(s) 30 0 30 0
Cycle Length 75
Natural Cycle 60
3: Parker Street & Tyler Street Build
HCM 2010 TWSC
Weekday AM
Intersection
Vol, veh/h 9 357 6 3 381 9 4 1 5
Grade, % - 0 - - 0 - - 0 -
Peak Hour Factor 83 83 83 92 92 92 50 50 50
Heavy Vehicles, % 4 4 4 4 4 4 0 0 0
Mvmt Flow 11 430 7 3 414 10 8 2 10
Stage 1 - - - - - - 455 455 -
Stage 2 - - - - - - 455 430 -
Critical Hdwy 4.14 - - 4.14 - - 7.1 6.5 6.2
Follow-up Hdwy 2.236 - - 2.236 - - 3.5 4 3.3
Pot Cap-1 Maneuver 1125 - - 1112 - - 258 286 626
Stage 1 - - - - - - 589 572 -
Stage 2 - - - - - - 589 587 -
Mov Cap-1 Maneuver 1125 - - 1112 - - 226 281 626
Mov Cap-2 Maneuver - - - - - - 226 281 -
Stage 1 - - - - - - 581 565 -
Stage 2 - - - - - - 530 585 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 342 1125 - - 1112 - - 349
HCM Lane V/C Ratio 0.058 0.01 - - 0.003 - - 0.267
HCM Control Delay (s) 16.2 8.2 0 - 8.2 0 - 19
HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 1.1
HCM 2010 TWSC
Weekday AM
Intersection
Int Delay, s/veh
Vol, veh/h 20 9 26
Grade, % - 0 -
Mvmt Flow 34 15 44
Major/Minor Minor2
Stage 1 426 426 -
Stage 2 461 459 -
Follow-up Hdwy 3.608 4.108 3.408
Stage 1 587 569 -
Stage 2 562 550 -
Platoon blocked, %
Stage 1 579 567 -
Stage 2 544 543 -
Approach SB
HCM Control Delay, s 19
HCM LOS C
4: Tyler Street & Site Driveway Build
HCM 2010 TWSC
Weekday AM
Intersection
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 53 329 362 50 33 31
Storage Length - - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Mvmt Flow 58 358 393 54 36 34
Conflicting Flow All 448 0 - 0 894 421
Stage 1 - - - - 421 -
Stage 2 - - - - 473 -
Critical Hdwy 4.12 - - - 6.42 6.22
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1112 - - - 312 632
Stage 1 - - - - 662 -
Stage 2 - - - - 627 -
Mov Cap-1 Maneuver 1112 - - - 292 632
Stage 1 - - - - 662 -
Stage 2 - - - - 586 -
Approach EB WB SB
HCM Control Delay, s 1.2 0 15.1
HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1112 - - - 292 632
HCM Lane V/C Ratio 0.052 - - - 0.123 0.053
HCM Control Delay (s) 8.4 0 - - 19 11
HCM Lane LOS A A - - C B
HCM 95th %tile Q(veh) 0.2 - - - 0.4 0.2
5: Parker Street & Site Driveway Build
HCM 2010 TWSC
Weekday AM
Intersection
Movement WBL WBR NBT NBR SBL SBT
Vol, veh/h 38 2 16 3 3 17
Sign Control Stop Stop Free Free Free Free
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Mvmt Flow 41 2 17 3 3 18
Major/Minor Minor1 Major1 Major2
Stage 1 19 - - - - -
Stage 2 25 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 967 1059 - - 1595 -
Stage 1 1004 - - - - -
Stage 2 998 - - - - -
Mov Cap-1 Maneuver 965 1059 - - 1595 -
Mov Cap-2 Maneuver 965 - - - - -
Stage 1 1004 - - - - -
Stage 2 996 - - - - -
Approach WB NB SB
HCM LOS A
Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT
Capacity (veh/h) - - 969 1595 -
HCM Lane V/C Ratio - - 0.045 0.002 -
HCM Control Delay (s) - - 8.9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
1: Burbank Street & Tyler Street Build
HCM 2010 TWSC
Weekday PM
PM Build.syn Synchro 8 Report
Intersection
Vol, veh/h 507 11 45 464 8 87
Grade, % 4 - - -5 5 -
Mvmt Flow 551 12 49 504 9 95
Stage 1 - - - - 557 -
Stage 2 - - - - 602 -
Critical Hdwy - - 4.12 - 7.42 6.72
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1008 - 157 490
Stage 1 - - - - 491 -
Stage 2 - - - - 463 -
Mov Cap-1 Maneuver - - 1008 - 146 490
Stage 1 - - - - 491 -
Stage 2 - - - - 432 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 409 - - 1008 -
HCM Lane V/C Ratio 0.252 - - 0.049 -
HCM 95th %tile Q(veh) 1 - - 0.2 -
Queues
Weekday PM
v/c Ratio 0.54 0.46 0.48 0.46
Control Delay 7.7 6.6 22.5 31.8
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 7.7 6.6 22.5 31.8
Reduced v/c Ratio 0.54 0.46 0.25 0.22
Weekday PM
Lane Configurations
Volume (veh/h) 8 567 21 24 464 12 27 45 57 54 20 13
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Cap, veh/h 67 1165 43 89 1152 29 105 102 106 211 74 32
Arrive On Green 0.68 0.68 0.68 0.68 0.68 0.68 0.15 0.15 0.15 0.15 0.15 0.15
Sat Flow, veh/h 7 1710 63 36 1691 42 211 688 714 754 498 216
Grp Volume(v), veh/h 648 0 0 543 0 0 140 0 0 95 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 10.6 0.0 0.0 8.0 0.0 0.0 4.6 0.0 0.0 3.3 0.0 0.0
Prop In Lane 0.01 0.04 0.05 0.02 0.21 0.44 0.62 0.15
V/C Ratio(X) 0.51 0.00 0.00 0.43 0.00 0.00 0.45 0.00 0.00 0.30 0.00 0.00
Avail Cap(c_a), veh/h 1275 0 0 1270 0 0 749 0 0 716 0 0
Incr Delay (d2), s/veh 1.4 0.0 0.0 1.1 0.0 0.0 2.1 0.0 0.0 1.1 0.0 0.0
LnGrp LOS A A C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A
Weekday PM
Lead/Lag
Lead-Lag Optimize
Maximum Split (%) 40.0% 60.0% 40.0% 60.0%
Walk Time (s)
Flash Dont Walk (s)
End Time (s) 30 0 30 0
Local Yield 170(s) 30 0 30 0
Cycle Length 75
Natural Cycle 60
HCM 2010 TWSC
Weekday PM
Intersection
Vol, veh/h 5 648 12 6 469 1 6 2 8
Grade, % - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 4 4 4 4 4 4 0 0 0
Mvmt Flow 5 704 13 7 510 1 7 2 9
Stage 1 - - - - - - 722 722 -
Stage 2 - - - - - - 532 524 -
Critical Hdwy 4.14 - - 4.14 - - 7.1 6.5 6.2
Follow-up Hdwy 2.236 - - 2.236 - - 3.5 4 3.3
Pot Cap-1 Maneuver 1044 - - 875 - - 150 175 436
Stage 1 - - - - - - 421 434 -
Stage 2 - - - - - - 535 533 -
Mov Cap-1 Maneuver 1044 - - 875 - - 141 172 436
Mov Cap-2 Maneuver - - - - - - 141 172 -
Stage 1 - - - - - - 418 431 -
Stage 2 - - - - - - 512 527 -
Approach EB WB NB
HCM LOS C
Capacity (veh/h) 221 1044 - - 875 - - 222
HCM Lane V/C Ratio 0.079 0.005 - - 0.007 - - 0.122
HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.4
HCM 2010 TWSC
Weekday PM
Intersection
Int Delay, s/veh
Vol, veh/h 9 4 12
Grade, % - 0 -
Mvmt Flow 10 4 13
Major/Minor Minor2
Stage 1 523 523 -
Stage 2 727 728 -
Follow-up Hdwy 3.608 4.108 3.408
Stage 1 519 514 -
Stage 2 400 414 -
Platoon blocked, %
Stage 1 515 508 -
Stage 2 387 411 -
Approach SB
HCM LOS C
4: Tyler Street Build
HCM 2010 TWSC
Weekday PM
Intersection
Movement EBL EBT WBT WBR SBL SBR
Vol, veh/h 22 643 464 22 16 12
Storage Length - - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Mvmt Flow 24 699 504 24 17 13
Conflicting Flow All 528 0 - 0 1263 516
Stage 1 - - - - 516 -
Stage 2 - - - - 747 -
Critical Hdwy 4.12 - - - 6.42 6.22
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1039 - - - 187 559
Stage 1 - - - - 599 -
Stage 2 - - - - 468 -
Mov Cap-1 Maneuver 1039 - - - 180 559
Stage 1 - - - - 599 -
Stage 2 - - - - 450 -
Approach EB WB SB
HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2
Capacity (veh/h) 1039 - - - 180 559
HCM Lane V/C Ratio 0.023 - - - 0.097 0.023
HCM Control Delay (s) 8.5 0 - - 27.1 11.6
HCM Lane LOS A A - - D B
HCM 95th %tile Q(veh) 0.1 - - - 0.3 0.1
5: Parker Street & DD North Driveway Build
HCM 2010 TWSC
Weekday PM
Intersection
Movement WBL WBR NBT NBR SBL SBT
Vol, veh/h 17 0 6 2 0 8
Sign Control Stop Stop Free Free Free Free
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Mvmt Flow 18 0 7 2 0 9
Major/Minor Minor1 Major1 Major2
Stage 1 8 - - - - -
Stage 2 9 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 1001 1074 - - 1611 -
Stage 1 1015 - - - - -
Stage 2 1014 - - - - -
Mov Cap-1 Maneuver 1001 1074 - - 1611 -
Mov Cap-2 Maneuver 1001 - - - - -
Stage 1 1015 - - - - -
Stage 2 1014 - - - - -
Approach WB NB SB
HCM Control Delay, s 8.7 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT
Capacity (veh/h) - - 1001 1611 -
HCM Lane V/C Ratio - - 0.018 - -
HCM Control Delay (s) - - 8.7 0 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - 0.1 0 -

Dunkin Donuts 653 Tyler Street - Traffic Study

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Dunkin Donuts 653 Tyler Street - Traffic Study

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53 Southampton Road - Westfield, MA 01085-5308 - Tel 413.562.1600 - Fax 413.562.

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