Gainesville NW 8th Ave. Traffic Study

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CORRIDOR OPERATIONAL
ASSESSMENT
NW 8th Avenue from NW 34th Street (SR 121) to NW 31st Drive
City of Gainesville, Alachua County, Florida
FINAL DRAFT
Prepared for:
City of Gainesville Public Works Department

Gainesville, Florida
Prepared by:
Comprehensive Engineering Services, Inc.

201 South Orange Avenue, Suite 1300
Orlando, Florida 32801
May 2012
CES #09018.02
PROFESSIONAL ENGINEER
CERTIFICATION
I hereby certify that I am a registered professional engineer in the State of Florida
practicing engineering with Comprehensive Engineering Services, Inc. (CES), and
that I have supervised the preparation of and approve the analysis, findings, opinions,
conclusions, and technical advice hereby reported for:
PROJECT:
Corridor Operational Assessment NW 8th Avenue from

NW 34th Street (SR 121) to NW 31st Drive
City of Gainesville, Alachua County, FL
The engineering work represented by this document was performed through the
following duly authorized engineering business:
Comprehensive Engineering Services, Inc.
201 South Orange Avenue, Suite 1300
Orlando, Florida 32801-3417
Telephone: (407) 423-1600
Engineering Business Number (Board of Professional Engineers):
7862
Expires 2/28/13
This report includes a discussion of existing study corridor conditions and presents an
evaluation of existing signalized and stop-controlled intersection operations under both
existing conditions and geometric modifications proposed by the City of Gainesville.
The evaluations were conducted using Synchro traffic analysis software in consideration
of traffic data and signal timing information provided by the City of Gainesville. I
acknowledge that the procedures and references used to develop the results contained
in this document are standard to the professional practice of transportation and traffic
engineering as applied through professional judgment and experience.
Any engineering analysis, documents, conclusions or recommendations relied upon
from other professional sources or provided with responsibility by the client are
referenced accordingly in the following report.
FLORIDA PROFESSIONAL ENGINEER:
Chad A. Rohde, P.E.
Name
REGISTRATION NUMBER: FL #59483.
SIGNATURE: _____________________________________.
DATE: _____________________________________.
Corridor Operational Assessment

NW 8th Avenue from NW 34th Street to NW 31st Drive, City of Gainesville
TABLE OF CONTENTS:
1. Purpose and Scope
2. Existing and Proposed Conditions
3. Traffic Volumes
4. Operational and Queue Analyses
5. Conclusions
14
Appendix
15
Appendix A: Turning Movement Count Information

Appendix B: Signal Timing Information
Appendix C: Synchro Software Output (Existing Conditions)
Appendix D: Synchro Software Output (Alternative A Conditions)
Appendix E: Synchro Software Output (Alternative B Conditions)
FIGURES AND TABLES

Figure 1: Project Location Map
Figure 2: Vicinity Map
4
6
Table 1: Local Signalized Intersections

Table 2: NW 8th Avenue at NW 34th Street Analysis Hour TMCs
Table 3: NW 8th Avenue at NW 31st Drive Analysis Hour TMCs
Table 4: Existing Operational Conditions
Table 5: Existing Estimated Queue Lengths
Table 6: Operational Conditions with Alternative A Geometry
Table 7: Estimated Queue Lengths with Alternative A Geometry
Table 8: Operational Conditions with Alternative B Geometry
Table 9: Estimated Queue Lengths with Alternative B Geometry
Table 10: NW 8th Avenue at NW 31st Drive Operational Impacts
5
7
7
9
9
10
11
12
13
14
Page 1 of 15

1.
PURPOSE AND SCOPE:

The purpose of this study is to conduct and document operational analyses of two adjacent
intersections along NW 8th Avenue in the City of Gainesville, Florida. The intersection at
NW 34th Street (SR 121) is signalized and the unsignalized T-intersection of NW 31st Drive is
located approximately 1,000 feet east of NW 34th Street.
This study was requested by the City of Gainesville to initially evaluate the operational
impacts associated with reducing NW 8th Avenue from a four-lane urban facility to a two-lane
urban facility between NW 34th Street and NW 31st Drive. It was also assumed that a single
westbound lane and a single eastbound lane will be provided along NW 8th Avenue through
the intersection with NW 31st Drive and the existing inside eastbound through lane
approaching NW 31st Drive will drop as a designated left turn lane to NW 31st Drive.
An additional geometric alternative at the intersection of NW 8th Avenue at NW 31st Drive
consisted of providing a single westbound lane through the intersection and two eastbound
through lanes at the intersection. The single westbound through lane would facilitate the
construction of an exclusive eastbound left turn lane which would develop between NW 34th
Street and NW 31st Drive and would also coincide with where the single westbound lane
approaching NW 34th Street would widen to provide two westbound through lanes.
The operational impacts estimated as part of this study were based solely on Synchro
Software assessments of the study intersections and corridor. The Synchro model was
provided by the City of Gainesville in addition to traffic data and signal timing information.
Per the request of the City of Gainesville, the analyses were limited solely to the traffic data
provided the City of Gainesville and no projection of this data to a future year condition was
conducted for subsequent analyses.
Page 2 of 15

2.
EXISTING AND PROPOSED CONDITIONS:
TYPCIAL SECTIONS AND SPEED LIMITS

The existing typical section of NW 8th Avenue between NW 34th Street and NW 31st Drive is
a four-lane urban, undivided roadway. The distance between the intersections NW 34th
Street and NW 31st Drive is approximately 1,000 feet. The posted speed limit along NW 8th
Avenue is 35 MPH from NW 36th Terrace to east of NW 31st Drive. The existing typical
section of NW 34th Street is a three-lane urban typical section in the vicinity of NW 8th
Avenue and the posted speed limit is also 35 MPH. NW 31st Drive is a two-lane local
roadway which extends north from NW 8th Avenue and includes a 25 MPH posted speed
limit. A location map is included on the following page as Figure 1.
LOCAL DEVELOPMENT
Development along NW 8th Avenue west of NW 34th Street is primarily residential.
Residential development also exists along NW 34th Street both north and south of NW 8th
Avenue. East of NW 34th Street, there is no development fronting NW 8th Avenue. NW 31st
Drive provides access to residences located north of NW 8th Avenue.
Local generators near the subject corridor include the Westside Park, located along the
north side of NW 8th Avenue between NW 34th Street and NW 31st Drive, Littlewood
Elementary School, located in the northwest quadrant of the intersection of NW 8th Avenue
and NW 34th Street, and Westwood Middle School, located just north of Westside Park.
Primary access to Westside Park is via NW 34th Street with secondary access via NW 31st
Drive. Access to Littlewood Elementary School is via NW 34th Street (school buses only)
and NW 8th Avenue (general parking / parent drop-off and pick-up). Access to Westwood
Middle School is via both NW 31st Drive and NW 15th Avenue.
EXISTING TRAFFIC CONTROL

The intersection of NW 8th Avenue and NW 34th Street is currently signalized with protectivepermissive left turn phasing for all approaches. Pedestrian crosswalks are provided across
all intersection approach legs and No Trucks signage is posted along both NW 8th Avenue
departure legs. Geometry at the intersection includes an exclusive, designated left turn lane
along each approach. Two westbound and two eastbound lanes are provided along the NW
8th Avenue approaches and single northbound and southbound approach lanes are provided
along NW 34th Street. No designated right turn lanes are provided for any approach to the
intersection.
The intersection of NW 8th Avenue at NW 31st Drive is a T-intersection with stop-control
provided for the southbound NW 31st Drive approach only. Pedestrian crosswalks are
provided across the west and north legs of the intersection only. At this intersection, NW 8 th
Avenue is an urban four-lane undivided section and there are no designated left turn lanes
or right turn lanes at the intersection. The NW 31st Drive approach is a single lane approach
without auxiliary lanes.
Page 3 of 15

FIGURE 1: PROJECT LOCATION MAP
Westwood
Middle
School
Littlewood
Elementary
School
Subject
Intersections
Page 4 of 15

Traffic control associated with the schools includes designated reduced school speed limit
zones with posted 20 MPH speed limits. These school zones are present along the
following segments:
NW 8th Avenue from just east of NW 36th Street to east of NW 34th Street
NW 34th Street from just south of NW 7th Avenue to south of NW 10th Avenue
NW 34th Street from just south of NW 15th Street to south of NW 16th Avenue
NW 31st Drive between NW 10th Place and NW 16th Avenue
NW 15th Avenue between NW 34th Street and NW 31st Drive.
A vicinity map is included as Figure 2 which details the local schools and designated
reduced school speed limit zones.
Beyond the immediate vicinity of the subject corridor, the next adjacent signalized
intersections are at the following locations along each corridor.
TABLE 1: Local Signalized Intersections
Signalized Intersection
NW 8th Avenue at NW 43rd Street
NW 8th Avenue at NW 22nd Street
NW 34th Street at West University Avenue
NW 34th Street at NW 16th Avenue
Approximate Location
1 mile west of NW 34th Street
1 mile east of NW 34th Street
mile south of NW 8th Avenue
mile north of NW 8th Avenue
As reflected in Table 1, the nearest signals are at least mile from the signalized
intersection of NW 8th Avenue at NW 34th Street.
PROPOSED TRAFFIC CONTROL

Alternative A:
The primary geometric modification to the study area which is currently under consideration
by the City of Gainesville is to convert NW 8th Avenue from a four-lane urban undivided
facility to a two-lane urban divided facility between NW 34th Street and NW 31st Drive.
Based upon the planned modifications, a single westbound lane and single eastbound lane
will be provided along NW 8th Avenue through the intersection with NW 31st Drive and the
existing inside eastbound through lane approaching NW 31st Drive will drop as a
designated left turn lane onto NW 31st Drive.
Alternative B:
A secondary geometric modification which was evaluated at the request of the City of
Gainesville included maintaining two eastbound through lanes along NW 8th Avenue at the
NW 31st Drive intersection and providing a single westbound through movement along NW
8th Avenue. This single westbound lane would facilitate the construction of an exclusive
eastbound left turn lane along NW 8th Avenue at NW 31st Drive. The beginning of this left
turn lane would coincide with the location where the single westbound through lane
approaching NW 34th Street would widen to provide two approach lanes. An added
improvement requested by the City of Gainesville was to evaluate the NW 31st Drive
approach with exclusive left and right turn lanes.
Page 5 of 15

FIGURE 2: VICINITY MAP
Westwood
Middle
School
Littlewood
Elementary
School
Subject
Intersections
Designated 20 MPH
Reduced School
Speed Limit Zones
Page 6 of 15

3.
TRAFFIC VOLUMES:
Traffic data utilized for the operational assessments was provided by the City of Gainesville
in the form of turning movement counts at the two subject intersections. This information is
included as Appendix A. The traffic data was collected on Tuesday, September 27, 2011
and Thursday, September 29, 2011 for the periods 7:00 AM to 6:00 PM each day. The
average volumes over the two-day collection periods were considered in this assessment.
Five time-of-day periods were evaluated as part of this study as follows:
Morning Peak Hour (8:00 AM to 9:00 AM)
Midday Hour (11:30 AM to 12:30 PM)
Afternoon 1: End of Littlewood Elementary School (1:30 PM to 2:30 PM)
Afternoon 2: End of Westwood Middle School (3:15 PM to 4:15 PM)
Evening Peak Hour (4:45 PM to 5:45 PM)
The Afternoon 1 hour noted above was selected based upon Littlewood Elementary
Schools operational hours for the two days when traffic data was collected, which was
reportedly from 7:45 AM until 1:45 PM. Additionally, the Afternoon 2 hour noted above
was selected based upon Westwood Middle Schools operational hours which were from
9:10 AM until 3:35 PM.
The associated analysis hour volumes for the NW 34th Street and NW 31st Drive
intersections are summarized in Tables 2 and 3, respectively.
TABLE 2: NW 8th Avenue at NW 34th Street Analysis Hour TMCs
Period
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
Eastbound
LT
TH
RT
74
442
54
78
350
64
69
365
56
88
444
42
130
538
68
Westbound
LT
TH
RT
148
357
29
114
306
39
112
326
40
144
438
43
202
621
75
Northbound
LT
TH
RT
33
352
96
42
428
98
60
391
122
60
408
154
81
597
136
Southbound
LT
TH
RT
31
433
64
32
490
62
33
436
71
46
438
74
56
551
96
TABLE 3: NW 8th Avenue at NW 31st Drive Analysis Hour TMCs

Period
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
Eastbound
Left
Through
34
514
14
450
28
494
61
603
50
642
Westbound
Through
Right
474
34
440
15
460
10
575
51
784
58
Page 7 of 15
Southbound
Left
Right
52
58
8
18
19
23
43
82
15
45

4.
OPERATIONAL AND QUEUE ANALYSES:

Turning movement volumes summarized in Section 3 were the basis for the operational and
queue analyses. A peak hour factor of 0.90 was assumed for both intersections for all
analysis periods. Actual NW 8th Avenue intersection peak hour factors ranged from 0.83
0.98 at NW 34th Street and 0.88 0.94 at NW 31st Drive.
The City of Gainesville provided a Synchro Software Base Model to assist in the operational
assessments. The model was modified to reflect the two subject intersections only. The
adjacent signalized intersections in each direction were considered beyond the influence of
the study area.
Signal timing information was also provided by the City for the signalized intersection of NW
8th Avenue at NW 34th Street and this information is included as Appendix B. Subsequent to
entering this base timing information into the Synchro models, the models were allowed to
optimize phase split timings within the programmed cycle lengths. This was performed in an
attempt to better emulate the existing operating conditions as this is an actuated signal.
Based on the signal timing information provided, the cycle lengths for the morning, midday
and early afternoon analysis hours were set to 90 seconds and the cycle length for the
second afternoon hour and evening peak hour was set to 162 seconds. The operational
results obtained from Synchro for all analysis hours under existing geometric conditions are
included as Appendix C.
Page 8 of 15

EXISTING CONDITIONS: OPERATIONAL & QUEUE ESTIMATES

Operational Conditions:
The results of the operational assessments presented in Appendix C show that both of the
study intersections operate with acceptable levels of service throughout the majority of a
typical weekday. However, the signal at NW 34th Street reaches near-capacity conditions
during the PM peak hour. The results of the assessments are summarized in the following
table and present the average control delay per vehicle and the associated Highway
Capacity Manual Level of Service as reported by Synchro Software.
TABLE 4: Existing Operational Conditions
Analysis
Period
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
th
NW 34 Street Intersection
Signal
Signal
HCM
Max.
Cycle
Delay
LOS
v/c
Length
90
29.8
C
0.85
90
29.8
C
0.84
90
29.4
C
0.82
162
38.2
D
0.84
162
55.8
E
0.92
st
NW 31 Drive Intersection
Eastbound Left Turn
Sidestreet Approach
Control
HCM
Control
HCM
Delay
LOS
Delay
LOS
1.8
A
18.2
C
0.8
A
12.0
B
1.5
A
13.8
B
2.8
A
19.8
C
2.7
A
17.7
C
Queuing Assessments:
Due to the proximity of the two study intersections, the associated anticipated queue lengths
generated from each intersection were also documented. As shown in the following table,
and coinciding with the longer signal cycle lengths, the queues generated from the signal at
NW 34th Street are longest during the evening peak period. The maximum average queue
lengths anticipated at the unsignalized intersection of NW 31st Drive were all generally found
to be less than one vehicle in length (queue lengths therefore presented as one vehicle
length). It should be noted that the eastbound left turn queues at NW 31st Drive do not
include the influence of any trapped or delayed through vehicles that are intending to
continue eastbound but become temporarily queued behind left turning vehicles. Slightly
longer queues were evident along the NW 31st Drive approach during the morning and
second afternoon period and appear to be the result of school-related traffic activity
TABLE 5: Existing Estimated Queue Lengths
th
Analysis
Period
Through Lane Group Approaches
Eastbound
Westbound
Northbound
Southbound
Ave. Max. Ave. Max. Ave.
Max.
Ave. Max.
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
140
120
120
190
360
200
170
170
320
490*
100
100
100
180
400
150
140
150
300
500*
220
280
270
390
770
360
490*
470*
660
1050*
260
290
260
330
620
450*
520*
470*
570
800
*Queue may be longer as associated volume exceeds capacity
Page 9 of 15
st
NW 31 Drive
Intersection
EB Left
SB
Turn
Appr.
Max.
Max.
25
50
25
25
25
25
25
50
25
25

ALTERNATIVE A: OPERATIONAL, QUEUE & MERGE ESTIMATES

Alternative A geometric modifications currently under consideration by the City of Gainesville
were applied to each of the Synchro models for the five analysis periods. Intersection
geometry at the intersection of NW 8th Avenue and NW 31st Drive was modified from existing
conditions to provide a single eastbound and westbound through lane with an exclusive
eastbound left turn lane. The side street (NW 31st Drive) approach was maintained as a
single lane. No changes to the intersection of NW 8th Avenue at NW 34th Street were
provided by the City of Gainesville as part of this alternative. The Synchro Software results
of the operational assessments under the aforementioned geometric conditions are
presented in Appendix D and are summarized in the following table.
TABLE 6: Operational Conditions with Alternative A Geometry
Analysis
Period
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
th
Signal
Signal
HCM
Max.
Cycle
Delay
LOS
v/c
Length
90
29.5
C
0.85
90
29.4
C
0.84
90
28.9
C
0.82
162
37.9
D
0.84
162
55.3
E
0.91
st
Eastbound Left Turn
Sidestreet Approach
Control
HCM
Control
HCM
Delay
LOS
Delay
LOS
8.7
A
32.0
D
8.4
A
14.6
B
8.6
A
18.6
C
9.3
A
52.8
F
10.3
B
41.7
E
As shown above, no notable operational changes are anticipated at the signalized

intersection of NW 34th Street as no geometric or timing modifications are proposed.
Negative operational impacts at the unsignalized intersection of NW 31st Drive are
anticipated due to the reduction in the number of through lanes along NW 8th Avenue.
Reducing the number of through lanes, from four to two, increases the density of traffic per
lane and reduces the number of adequate vehicular gaps. This is evidenced by the
increased delay for turning movements, most notably during periods when traffic volumes
are higher along either NW 8th Avenue or NW 31st Drive. As compared to existing geometric
conditions, average vehicular delay for the eastbound left turn movement is anticipated to
increase from a maximum of 3 to 10 seconds. Also compared to existing geometric
conditions, average delay for the southbound (NW 31st Drive) approach is anticipated to
increase from a maximum of 20 to 53 seconds per vehicle.
The associated anticipated queue lengths generated from each intersection and time-of-day
condition were documented and compared to existing estimated queue lengths. As shown
in the following table, minimal changes are anticipated for the NW 34th Street intersection
queues. More notable changes are anticipated at the NW 31st Drive intersection as the
maximum average side street queue lengths are anticipated to increase from approximately
two vehicles to over four vehicles during the late afternoon period (Afternoon 2). Average
maximum queue lengths for the eastbound left turn movement are anticipated to remain less
than one vehicle throughout a typical weekday.
Page 10 of 15

TABLE 7: Estimated Queue Lengths with Alternative A Geometry

th
Analysis
Period
Eastbound
Westbound
Northbound
Southbound
Max.
Ave. Max.
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
140
120
120
190
360
200
170
170
320
490*
100
90
100
170
400
150
140
140
290
500*
220
270
250
380
760
350
480*
460*
650
1040*
260
290
260
340
620
450*
520*
460*
570
800
st
NW 31 Drive
Intersection
EB Left
SB
Turn
Appr.
Max.
Max.
25
60
25
25
25
25
25
110
25
50
Merge Operations:
Additional operational concerns which will result from the proposed geometric modifications
associated with Alternative A will be the deceleration and queues associated with the
eastbound lane drop along NW 8th Avenue at the NW 31st Drive intersection and the
effective eastbound two-to-one lane merge condition which will occur immediately upstream
of this lane drop. The distance available to complete these two operations was estimated at
875 feet, measured from just east of the NW 34th Street intersection to the effective stop
location for eastbound left-turning vehicles at NW 31st Drive.
As previously noted, the eastbound left turn queue lengths at NW 31st Drive are not
anticipated to exceed one vehicle in length (estimated 25 feet maximum). In combination
with a deceleration distance of approximately 100 feet (for 40 to 0 MPH), and an assumed
perception-reaction time of 2 seconds (or 120 feet traveled), a total length of 245 feet is
anticipated to accommodate the eastbound left turn maneuver at NW 31st Drive.
Assuming an operating speed of 40 MPH, the effective two-to-one lane merge distance was
estimated at 320 feet per the formula WS2/60 where W represents lane width (in feet) and S
represents operating speed (in MPH).
The total length required to complete the aforementioned operations is estimated at 565
feet. As this distance is approximately 310 feet less than the available distance along NW
8th Avenue between NW 34th Street and NW 31st Drive, it suggests that both maneuvers can
be accommodated within this area without interfering with each other.
Page 11 of 15

ALTERNATIVE B: OPERATIONAL, QUEUE & STORAGE ESTIMATES

Alternative B geometric modifications were also applied to each of the Synchro models for
the five analysis periods. Intersection geometry at the intersection of NW 8 th Avenue and
NW 31st Drive was modified from existing conditions to provide a single westbound through
lane and an exclusive eastbound left turn lane. The two eastbound through lanes were
maitained along NW 8th Avenue however the side street (NW 31st Drive) approach was
analyzed with exclusive left and right turn lanes. No changes to the intersection of NW 8th
Avenue at NW 34th Street were provided by the City of Gainesville as part of this alternative.
The Synchro Software results of the operational assessments under these geometric
conditions are presented in Appendix E and are summarized in the following table.
TABLE 8: Operational Conditions with Alternative B Geometry
Analysis
Period
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
th
Signal
Signal
HCM
Max.
Cycle
Delay
LOS
v/c
Length
90
29.5
C
0.85
90
29.4
C
0.84
90
28.9
C
0.82
162
37.9
D
0.84
162
55.3
E
0.91
st
Eastbound Left Turn
Sidestreet Approach
Control
HCM
Control
HCM
Delay
LOS
Delay
LOS
8.7
A
18.5
C
8.5
A
13.5
B
8.6
A
14.9
B
9.3
A
20.5
C
10.4
B
22.8
C
As shown above, no notable operational changes are again anticipated at the signalized
intersection of NW 34th Street as no geometric or timing modifications are proposed. Delays
for eastbound left turning vehicles from NW 8th Avenue onto NW 31st Drive are anticipated to
be similar to those in Alternative A and are approximately 10 seconds or less. Notable
operational improvements are anticipated for the southbound NW 31st Drive approach if
exclusive left and right turn lanes are provided. In comparison to Alternative A (Table 6), the
Afternoon 2 and PM Peak hour delays are anticipated to improve from a LOS F/E, to LOS C
for both periods. The resulting delays for Alternative B are also anticipated to be similar to
those which currently exist along the NW 31st Drive approach (Table 4).
The associated anticipated queue lengths generated from each intersection and time-of-day
condition were again documented and compared to existing and Alternative A estimated
queue lengths. As shown in the following table, minimal changes are anticipated for the NW
34th Street intersection queues. More notable changes are anticipated at the NW 31st Drive
intersection as the maximum average side street queue lengths throughout the day are
anticipated to reduce to one vehicle for both the left turn and right turn movements. These
approach queues are less than those anticipated for Alternative A (Table 7) as well as
existing conditions (Table 5).
Page 12 of 15

TABLE 9: Estimated Queue Lengths with Alternative B Geometry

th
Analysis
Period
Eastbound
Westbound
Northbound
Southbound
Max.
Ave. Max.
AM Peak
Midday
Afternoon 1
Afternoon 2
PM Peak
140
120
120
190
360
200
170
170
320
490*
100
90
100
170
400
150
140
140
290
500*
220
270
260
380
760
350
480*
460*
650
1040*
260
290
260
340
620
450*
520*
460*
570
800
st
NW 31 Drive
Intersection
EB Left
SB
Turn
Appr.
Max.
Max.
25
25
25
25
25
25
25
25
25
25
Storage Considerations:
Operational concerns from the proposed geometric modifications associated with Alternative
B will result from the location of the back-to-back transition point between the eastbound left
turn lane along NW 8th Avenue at NW 31st Drive and the beginning of the second westbound
through lane along NW 8th Avenue approaching NW 34th Street. As detailed in Table 9, the
eastbound left turn queues are not anticipated to exceed one vehicle throughout the day.
As such, a minimum length turn lane per the FDOT Standard Index should provide sufficient
storage capacity. For an assumed design speed of 40 MPH, the recommended turn lane
length (including 50 foot queue storage) totals 205 feet. As previously noted, the distance
between the westbound stop bar at NW 34th Street and the effective stop location for
eastbound left turns at NW 31st Drive is approximately 875 feet. Excluding the 205 foot left
turn lane as described above, approximately 670 feet of dual westbound approach lanes at
NW 34th Street will be provided. As the maximum westbound queue length approaching NW
34th Street is anticipated to be approximately 500 feet, it appears that adequate storage (and
signal operations) will result with this design alternative.
Page 13 of 15

5.
CONCLUSIONS:
The City of Gainesville is considering reducing the typical section of NW 8 th Avenue from
four lanes to two lanes, east of NW 34th Street. A two-lane divided section along NW 8th
Avenue will then be provided near the NW 31st Drive intersection. Two design alternatives
(A and B) were provided by the City of Gainesville and were analyzed from the standpoint of
operations (vehicle delay), and queuing. Alternative A consisted of providing an eastbound
left turn lane drop at NW 31st Drive for the inside lane along NW 8th Avenue and included a
single westbound through lane at the NW 31st Drive intersection. Alternative B consisted of
retaining the single westbound through lane, but providing an exclusive (developed) left turn
lane maintaining two eastbound through lanes at the NW 31st Drive intersection.
Additionally, Alternative B considered widening the NW 31st Drive side street approach to
provide exclusive left and right turn lanes versus the existing single lane approach.
The signalized intersection at NW 34th Street and the unsignalized intersection at NW 31st
Drive are both currently operating adequately throughout the majority of a typical weekday
(Level of Service D or better), however the signalized intersection at NW 34th Street
operates near capacity during the evening peak hour.
As no changes are proposed to the signalized intersection of NW 8th Avenue at NW 34th
Street, no significant changes to operations or queue lengths are anticipated. Reducing the
number of lanes along NW 8th Avenue at NW 31st Drive was found to impact delay to both
the side street approach vehicles and eastbound left turning vehicles. Reduction in delay for
approaching vehicles along NW 31st Drive occurs when exclusive left and right turn lanes
are provided. These impacts are summarized in the following table and detail the average
control delays per vehicle and the associated Highway Capacity Manual Levels of Service
(HCM LOS) as reported by Synchro Software:
TABLE 10: NW 8th Avenue at NW 31st Drive Operational Impacts

Analysis
Period
st
NW 31 Drive Side Street Approach

Existing
Design
Design
Conditions
Alternative A
Alternative B
th
NW 8 Avenue Eastbound Left Turns

Existing
Design
Design
Conditions
Alternative A
Alternative B
Control
Delay
HCM
LOS
Control
Delay
HCM
LOS
Control
Delay
HCM
LOS
Control
Delay
HCM
LOS
Control
Delay
HCM
LOS
Control
Delay
HCM
LOS
AM Peak
18.2
32.0
18.5
1.8
8.7
8.7
Midday
12.0
14.6
13.5
0.8
8.4
8.5
Afternoon 1
13.8
18.6
14.9
1.5
8.6
8.6
Afternoon 2
19.8
52.8
20.5
2.8
9.3
9.3
PM Peak
17.7
41.7
22.8
2.7
10.3
10.4
Page 14 of 15

APPENDIX
Appendix A = Turning Movement Count Information
(Provided by City of Gainesville)
Appendix B = Signal Timing Information
Appendix C = Synchro Software Output
(Existing Conditions)
Appendix D = Synchro Software Output
(Alternative A Conditions)
Appendix E = Synchro Software Output
(Alternative B Conditions)
Page 15 of 15
Appendix A
Turning Movement Count Information
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
Right
15
22
18
13
14
17
17
16
18
10
15
12
15
11
16
17
15
20
13
15
16
11
19
23
28
35
24
14
11
16
17
15
24
15
18
13
19
13
24
23
11
26
31
25
Site Code:
ALL TRAFFIC GROUPS

Southbound Street
Southbound
Thru
Left
U-Turn
70
3
0
95
4
0
95
7
0
130
10
0
96
4
0
113
7
0
104
8
0
90
17
0
120
6
0
127
6
0
109
11
0
118
10
0
107
11
0
79
8
0
98
10
0
110
12
0
125
9
0
124
9
0
138
7
0
120
8
0
120
6
0
113
9
0
104
8
0
113
5
0
116
9
0
110
13
0
95
7
0
89
8
0
101
5
0
118
8
0
104
9
0
109
8
0
116
10
0
104
5
0
99
13
0
125
13
0
106
9
0
112
8
0
120
10
0
122
5
0
133
17
0
148
9
0
127
17
0
137
16
0
Start Time: 7:00 AM
Start Date: 09/27/2011
Study Name: NW 8th Ave @ 34th St
5
4
6
6
6
6
7
10
8
4
7
6
7
5
11
6
9
11
10
9
14
9
7
7
7
7
13
12
7
8
13
12
10
9
7
7
12
19
12
6
13
22
18
16
410
Right
Westbound Street
Westbound
Thru
Left
55
15
64
22
92
28
96
39
98
42
85
34
88
35
96
40
93
25
68
17
71
25
68
21
66
22
66
20
60
26
63
36
65
20
58
21
85
38
80
24
82
36
83
19
63
23
79
35
65
31
65
34
65
27
87
28
79
31
87
28
103
24
95
27
102
36
78
22
125
45
116
43
120
22
95
36
131
44
136
38
150
46
222
69
154
45
131
40
4,030
1,379
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
Right
17
23
29
32
21
26
26
23
22
23
14
21
22
29
22
23
27
24
28
25
16
23
25
23
28
20
31
34
30
25
26
19
25
27
36
42
43
37
32
32
34
28
34
27
Northbound Street
Northbound
Thru
Left
48
18
52
27
82
30
88
14
78
6
93
8
84
6
79
8
94
9
88
12
86
12
87
5
79
6
85
9
89
16
89
8
103
9
86
11
79
12
112
13
115
6
114
5
113
14
112
17
108
21
121
15
106
14
97
25
88
17
92
9
122
5
122
9
108
15
117
10
84
26
93
10
118
24
146
14
158
25
145
24
130
24
159
17
154
16
145
19
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
10
10
15
14
10
8
17
16
10
17
9
14
18
13
15
17
12
16
12
20
12
15
13
20
18
11
13
14
13
12
16
8
8
12
8
10
13
16
16
11
26
12
13
590
Right
Eastbound Street
Eastbound
Thru
Left
74
5
108
12
101
16
109
19
132
16
107
25
94
15
122
23
93
13
94
9
81
13
97
11
75
16
72
13
82
21
80
21
73
13
81
15
82
15
87
15
74
19
75
20
69
15
80
13
83
27
94
13
77
13
83
18
98
26
93
12
101
19
88
18
85
19
96
12
96
19
116
24
107
23
99
20
107
26
107
31
155
35
178
51
104
17
100
32
4,209
828
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
20
17
16
11
21
9
17
17
7
19
13
14
17
8
17
16
8
21
15
13
23
19
21
27
29
27
27
17
18
15
32
19
21
15
22
16
30
15
25
32
24
22
21
21
65
97
100
90
114
122
109
118
80
144
130
90
99
108
103
113
106
108
119
100
124
144
128
103
100
104
114
96
110
148
114
114
126
103
104
108
128
122
130
139
146
141
146
115
4
3
4
7
7
6
7
6
6
6
8
4
11
13
11
8
8
6
11
11
6
9
6
8
6
8
4
14
9
11
11
7
12
12
11
13
15
10
6
7
14
22
19
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
1
7
6
6
6
7
10
9
5
4
6
8
6
7
6
6
7
9
7
11
8
24
8
13
9
12
7
11
10
7
6
18
14
10
21
6
13
15
22
18
37
15
12
455
46
59
81
113
95
78
84
90
73
63
78
60
68
65
75
77
60
61
71
74
82
58
86
77
89
82
67
87
101
78
84
99
94
90
107
138
103
123
141
116
152
186
126
132
3,969
15
14
36
42
36
29
40
39
39
23
33
24
21
21
21
19
21
31
25
26
39
21
29
38
44
33
23
26
32
28
33
37
40
29
45
46
35
42
47
33
43
82
49
47
1,476
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
19
25
27
30
24
24
25
23
24
24
14
27
20
26
21
23
19
21
24
22
33
20
32
35
35
24
31
35
33
24
21
32
27
32
34
43
50
33
29
45
33
35
28
37
39
77
61
90
86
100
84
99
81
87
74
107
80
89
102
102
112
104
109
97
125
104
105
112
123
94
109
88
86
117
109
111
117
97
102
89
116
137
144
166
137
149
145
150
13
30
30
15
11
8
12
7
4
7
10
11
6
18
16
7
8
8
9
19
13
9
14
10
15
16
15
17
14
9
10
16
15
17
11
13
10
18
12
27
11
25
18
22
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
8
8
24
21
11
14
12
15
11
18
10
13
8
13
13
12
16
12
16
14
25
23
23
11
7
10
13
21
18
14
14
11
15
14
10
8
9
20
12
20
21
19
15
626
66
101
105
135
111
123
95
100
77
72
86
92
77
86
79
80
73
86
92
98
92
103
92
85
80
81
93
99
100
88
90
122
116
124
107
120
123
111
103
99
147
176
111
92
4,388
12
7
16
11
15
25
16
13
27
10
18
8
18
12
18
22
12
21
12
24
25
23
27
16
18
24
15
18
22
15
23
16
23
29
23
30
17
23
24
26
29
47
25
27
882
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
AVERAGE
Right
17.5
19.5
17
12
17.5
13
17
16.5
12.5
14.5
14
13
16
9.5
16.5
16.5
11.5
20.5
14
14
19.5
15
20
25
28.5
31
25.5
15.5
14.5
15.5
24.5
17
22.5
15
20
14.5
24.5
14
24.5
27.5
17.5
24
26
23
Thru
67.5
96
97.5
110
105
117.5
106.5
104
100
135.5
119.5
104
103
93.5
100.5
111.5
115.5
116
128.5
110
122
128.5
116
108
108
107
104.5
92.5
105.5
133
109
111.5
121
103.5
101.5
116.5
117
117
125
130.5
139.5
144.5
136.5
126
3.5
3.5
5.5
8.5
5.5
6.5
7.5
11.5
6
6
9.5
7
11
10.5
10.5
10
8.5
7.5
9
9.5
6
9
7
6.5
7.5
10.5
5.5
11
7
9.5
10
7.5
11
8.5
12
13
12
9
8
6
15.5
15.5
18
12.5
Left
Southbound Street
Southbound
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
2.5
6.5
6
6
6
7
10
8.5
4.5
5.5
6
7.5
5.5
9
6
7.5
9
9.5
8
12.5
8.5
15.5
7.5
10
8
12.5
9.5
9
9
10
9
14
11.5
8.5
14
9
16
13.5
14
15.5
29.5
16.5
14
433
Right
Thru
50.5
61.5
86.5
104.5
96.5
81.5
86
93
83
65.5
74.5
64
67
65.5
67.5
70
62.5
59.5
78
77
82
70.5
74.5
78
77
73.5
66
87
90
82.5
93.5
97
98
84
116
127
111.5
109
136
126
151
204
140
131.5
4,000
15
18
32
40.5
39
31.5
37.5
39.5
32
20
29
22.5
21.5
20.5
23.5
27.5
20.5
26
31.5
25
37.5
20
26
36.5
37.5
33.5
25
27
31.5
28
28.5
32
38
25.5
45
44.5
28.5
39
45.5
35.5
44.5
75.5
47
43.5
1,428
Left
Westbound Street
Westbound
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
U-Turn
18
24
28
31
22.5
25
25.5
23
23
23.5
14
24
21
27.5
21.5
23
23
22.5
26
23.5
24.5
21.5
28.5
29
31.5
22
31
34.5
31.5
24.5
23.5
25.5
26
29.5
35
42.5
46.5
35
30.5
38.5
33.5
31.5
31
32
Right
Thru
43.5
64.5
71.5
89
82
96.5
84
89
87.5
87.5
80
97
79.5
87
95.5
95.5
107.5
95
94
104.5
120
109
109
112
115.5
107.5
107.5
92.5
87
104.5
115.5
116.5
112.5
107
93
91
117
141.5
151
155.5
133.5
154
149.5
147.5
Left
15.5
28.5
30
14.5
8.5
8
9
7.5
6.5
9.5
11
8
6
13.5
16
7.5
8.5
9.5
10.5
16
9.5
7
14
13.5
18
15.5
14.5
21
15.5
9
7.5
12.5
15
13.5
18.5
11.5
17
16
18.5
25.5
17.5
21
17
20.5
Northbound Street
Northbound
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
5.5
9
9
19.5
17.5
10.5
11
14.5
15.5
10.5
17.5
9.5
13.5
13
13
14
14.5
14
14
14
17
18.5
19
18
15.5
12.5
10.5
13
17.5
15.5
13
15
9.5
11.5
13
9
9
11
18
14
15.5
23.5
15.5
14
608
70
104.5
103
122
121.5
115
94.5
111
85
83
83.5
94.5
76
79
80.5
80
73
83.5
87
92.5
83
89
80.5
82.5
81.5
87.5
85
91
99
90.5
95.5
105
100.5
110
101.5
118
115
105
105
103
151
177
107.5
96
4,299
Thru
8.5
9.5
16
15
15.5
25
15.5
18
20
9.5
15.5
9.5
17
12.5
19.5
21.5
12.5
18
13.5
19.5
22
21.5
21
14.5
22.5
18.5
14
18
24
13.5
21
17
21
20.5
21
27
20
21.5
25
28.5
32
49
21
29.5
855
Left
Eastbound Street
Eastbound
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
Right
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
2
1
1
0
0
1
0
0
0
0
0
0
0
0
0
0
Thru
0
1
0
1
1
0
0
1
1
0
0
2
1
0
1
0
1
0
0
1
0
2
0
0
0
0
3
3
1
0
0
4
0
1
0
0
0
0
0
0
0
0
0
Left
Southbound Street
Southbound
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
1
0
0
0
0
1
0
0
0
0
0
0
0
0
U-Turn

Start Time: 7:00 AM
Site Code:
HEAVY TRUCKS
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
1
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
Thru
0
2
0
0
1
0
0
3
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
3
0
0
0
0
0
1
0
1
0
1
0
0
0
0
0
0
0
Left
Westbound Street
Westbound
1
0
0
1
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
2
1
0
0
0
0
0
0
0
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
Thru
5
2
1
1
2
1
0
1
3
0
0
1
2
1
0
2
2
0
0
0
1
0
0
0
1
0
1
0
0
1
0
0
2
1
1
0
1
1
0
0
1
0
0
Left
Northbound Street
Northbound
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
0
0
1
0
0
0
0
2
3
1
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
0
1
0
1
1
0
4
0
0
1
0
0
Left
Eastbound Street
Eastbound
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
5:45 PM
TOTAL
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
0
2
0
1
0
1
0
0
1
1
0
0
0
2
1
0
0
0
1
1
0
1
1
0
0
1
1
2
0
0
0
1
2
0
0
0
1
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
3
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
9
0
10
0
1
0
0
0
1
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
2
2
0
0
0
1
0
0
1
0
1
0
0
0
0
0
0
0
0
13
0
15
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
1
2
0
1
0
0
0
0
0
0
8
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
4
1
1
1
1
1
0
1
3
0
1
0
0
1
1
0
0
2
0
1
1
0
0
0
0
2
0
1
0
2
0
1
1
1
1
0
0
1
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
1
0
0
0
0
0
3
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
2
0
1
0
1
1
3
0
2
0
1
0
0
0
0
17
0
21
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
Right
1
0
0
0
3
1
0
0
1
0
2
1
0
1
1
1
2
0
1
1
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
Thru
3
2
1
1
1
2
2
2
1
2
7
6
2
4
2
3
0
1
1
2
4
4
2
2
3
4
4
4
1
4
1
1
2
0
1
7
1
1
2
2
1
1
2
Left
Southbound Street
Southbound
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
U-Turn

Start Time: 7:00 AM
Site Code:
MEDIUM TRUCKS
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
Thru
1
0
0
1
1
0
1
0
0
1
0
0
2
0
0
0
0
0
0
2
0
1
0
1
1
1
1
0
0
2
0
0
2
0
1
0
1
0
0
0
1
0
0
Left
Westbound Street
Westbound
0
0
0
0
1
0
0
0
0
1
0
1
0
0
0
0
0
1
0
0
1
1
0
0
0
1
0
2
0
0
0
0
0
2
0
2
1
0
0
0
0
1
1
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
3
0
0
2
1
0
0
0
1
0
0
1
0
0
0
0
0
2
1
0
0
0
0
0
0
2
1
0
0
0
1
0
0
0
0
0
1
0
0
0
Thru
3
3
2
1
1
2
3
1
1
4
3
4
3
0
5
5
2
4
1
3
3
5
9
1
4
5
0
1
2
2
1
2
1
1
1
5
1
2
0
3
2
1
0
Left
Northbound Street
Northbound
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
2
0
Thru
0
1
0
0
0
1
0
1
0
0
1
0
1
0
0
1
1
1
0
0
2
2
1
1
1
0
0
2
1
0
1
1
0
0
0
0
1
2
1
2
0
1
0
Left
Eastbound Street
Eastbound
1
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
1
2
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
0
2
0
0
0
1
0
0
0
0
1
0
0
0
1
0
5:45 PM
TOTAL
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
1
0
0
2
1
3
0
2
5
4
8
5
2
2
3
1
2
9
0
2
4
0
3
2
2
1
0
3
1
3
3
6
1
1
5
1
2
0
2
1
1
5
1
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
1
0
0
0
1
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
2
0
0
1
0
1
1
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
1
0
0
10
0
1
0
0
0
0
0
0
0
3
0
1
1
0
0
2
0
0
0
1
1
0
1
1
0
2
0
1
0
0
1
0
0
0
0
0
1
1
0
0
0
0
1
1
0
1
20
1
22
0
0
0
0
1
0
1
0
0
1
1
0
0
2
0
0
0
1
0
1
0
0
1
0
0
0
0
3
0
0
1
0
1
0
0
0
0
1
3
0
1
1
0
0
20
0
16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
0
0
0
0
0
2
1
0
0
0
0
0
0
2
0
0
1
0
0
1
0
1
0
1
1
3
3
2
4
0
1
2
4
1
3
3
1
2
2
2
3
5
2
3
5
1
1
2
2
1
3
2
2
5
2
1
0
1
0
2
0
2
1
1
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
6
0
1
0
0
1
1
0
1
1
2
0
1
1
1
0
0
1
1
0
0
0
0
0
1
1
0
0
0
1
0
0
0
2
0
0
0
1
2
0
2
0
1
0
0
23
0
27
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
0
2
0
0
1
0
0
0
1
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
9
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Study Name: NW 8th Ave @ 31st Dr

Start Time: 7:00 AM
Site Code:
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
ALL TRAFFIC GROUPS

Southbound Street
Westbound Street
Southbound
Westbound
Right
Left
U-Turn
Right
Thru
U-Turn
11
9
0
3
69
0
11
6
0
4
86
0
12
14
0
6
122
0
13
14
0
6
129
0
9
9
0
5
128
0
10
7
0
7
105
0
20
13
0
12
116
0
22
25
0
8
122
0
16
13
0
7
105
0
5
4
0
3
86
0
4
2
0
5
95
0
4
7
0
1
96
0
6
2
0
2
100
0
4
3
0
0
80
0
2
2
0
2
91
0
4
1
0
3
102
0
2
3
0
2
100
0
2
3
0
3
83
0
7
1
0
0
122
0
3
0
0
4
112
0
4
5
1
4
137
1
3
3
0
3
92
0
3
2
0
0
87
0
4
3
0
1
112
0
6
0
0
2
99
0
4
1
0
6
112
0
2
8
0
1
109
0
10
3
0
2
117
0
5
4
0
4
111
0
4
5
0
3
115
0
8
2
0
4
128
1
3
0
0
6
139
0
4
4
2
8
128
2
10
5
0
19
104
0
38
21
0
10
167
0
12
12
0
12
146
0
11
2
0
10
145
0
11
6
0
8
134
0
7
5
0
5
185
0
7
0
0
11
184
0
7
1
0
11
197
0
11
3
0
22
222
0
12
8
0
11
188
0
4
1
0
5
153
0
251
5,360
4
Eastbound Street
Eastbound
Thru
Left
U-Turn
87
2
0
131
3
0
131
6
0
173
3
0
116
7
0
130
13
0
122
8
0
136
8
0
116
9
0
122
4
1
109
3
0
119
2
0
100
4
0
103
4
1
107
2
0
109
6
0
106
3
0
111
1
0
106
5
0
111
4
0
104
2
0
93
2
0
107
5
0
101
2
0
113
3
0
116
4
0
111
7
0
122
10
0
116
7
0
122
9
0
129
5
0
113
2
1
108
5
0
120
13
0
127
16
0
165
11
0
149
9
0
133
5
0
138
6
0
155
6
0
181
6
1
168
13
0
144
14
0
115
12
0
5,395
271
4
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
8
6
15
12
12
9
14
19
18
7
5
5
4
4
3
5
1
6
5
5
5
5
3
6
2
3
6
8
4
7
8
8
8
15
35
23
19
17
5
10
14
15
14
12
5
9
6
16
10
10
12
17
12
7
1
1
0
3
1
3
2
3
3
0
1
2
4
4
3
4
2
6
2
8
1
2
2
8
22
11
5
5
5
4
4
6
4
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
3
12
3
7
12
14
10
3
1
1
3
2
4
1
3
0
4
4
6
5
0
1
2
3
3
1
5
1
1
3
16
20
12
12
7
9
5
10
17
22
11
15
279
55
86
102
141
125
103
115
134
90
83
106
88
89
84
109
92
85
93
98
107
122
89
136
118
134
114
107
121
140
99
122
127
139
129
142
153
164
155
181
186
208
209
174
166
5,420
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
81
130
137
150
140
155
105
124
97
104
108
117
112
119
102
95
100
110
128
120
121
116
116
116
120
96
127
150
120
120
118
160
153
157
152
159
177
126
125
151
158
180
147
120
5,619
4
2
3
2
5
6
10
11
7
5
2
3
2
3
7
6
4
2
3
5
4
3
4
5
5
4
7
2
6
9
2
6
16
22
16
14
21
8
13
13
18
14
15
8
327
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
AVERAGE
Southbound Street
Southbound
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
Right
9.5
8.5
13.5
12.5
10.5
9.5
17
20.5
17
6
4.5
4.5
5
4
2.5
4.5
1.5
4
6
4
4.5
4
3
5
4
3.5
4
9
4.5
5.5
8
5.5
6
12.5
36.5
17.5
15
14
6
8.5
10.5
13
13
8
Left
7
7.5
10
15
9.5
8.5
12.5
21
12.5
5.5
1.5
4
1
3
1.5
2
2.5
3
2
0
3
2.5
3
3.5
1.5
2.5
5
4.5
3
6.5
1.5
1
3
6.5
21.5
11.5
3.5
5.5
5
2
2.5
4.5
6
5
Westbound Street
Westbound
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.5
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
Right
2
4
4.5
9
4
7
12
11
8.5
3
3
1
2.5
1
3
2
2.5
1.5
2
4
5
4
0
1
2
4.5
2
1.5
4.5
2
2.5
4.5
12
19.5
11
12
8.5
8.5
5
10.5
14
22
11
10
265
Thru
62
86
112
135
126.5
104
115.5
128
97.5
84.5
100.5
92
94.5
82
100
97
92.5
88
110
109.5
129.5
90.5
111.5
115
116.5
113
108
119
125.5
107
125
133
133.5
116.5
154.5
149.5
154.5
144.5
183
185
202.5
215.5
181
159.5
5,390
Eastbound Street
Eastbound
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.5
0
0
0
0
0
0
0
0
0
0.5
0
1
0
0
0
0
0
0
0
0
0
0
0
2
Thru
84
130.5
134
161.5
128
142.5
113.5
130
106.5
113
108.5
118
106
111
104.5
102
103
110.5
117
115.5
112.5
104.5
111.5
108.5
116.5
106
119
136
118
121
123.5
136.5
130.5
138.5
139.5
162
163
129.5
131.5
153
169.5
174
145.5
117.5
5,507
Left
3
2.5
4.5
2.5
6
9.5
9
9.5
8
4.5
2.5
2.5
3
3.5
4.5
6
3.5
1.5
4
4.5
3
2.5
4.5
3.5
4
4
7
6
6.5
9
3.5
4
10.5
17.5
16
12.5
15
6.5
9.5
9.5
12
13.5
14.5
10
299
U-Turn
0
0
0
0
0
0
0
0
0
0.5
0
0
0
0.5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.5
0
0
0
0
0.5
0
0
0
0.5
0
0
0
3

Start Time: 7:00 AM
Site Code:
HEAVY TRUCKS
Southbound Street
Southbound
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
Right
Left
1
0
0
0
1
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
Westbound Street
Westbound
U-Turn
1
0
0
0
0
0
2
10
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
4
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
4
Eastbound Street
Eastbound
U-Turn
0
2
0
1
1
0
0
1
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
2
5
2
1
1
1
0
1
2
0
1
2
0
0
0
0
0
0
0
0
25
Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
0
0
1
0
0
1
2
2
4
0
1
0
0
0
0
0
0
0
0
0
1
1
2
0
0
0
0
0
1
2
3
1
2
1
1
0
1
3
0
0
0
0
0
0
30
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
0
0
0
0
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
1
0
0
0
1
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
4
6
4
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
3
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
3
0
1
0
0
1
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
2
5
1
0
0
1
0
2
0
2
2
0
1
0
0
0
0
0
0
25
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
1
1
3
2
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
0
0
4
1
2
3
1
1
2
0
0
0
1
0
0
0
0
29
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

Start Time: 7:00 AM
Site Code:
MEDIUM TRUCKS
Southbound Street
Southbound
Start Time
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
Right
Left
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
Westbound Street
Westbound
U-Turn
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
3
Eastbound Street
Eastbound
U-Turn
1
0
0
1
1
0
2
0
1
2
0
2
1
0
0
0
0
2
1
2
1
1
1
0
2
2
0
2
0
2
1
0
0
2
3
1
2
1
0
1
0
1
1
0
40
Thru
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
0
1
1
2
1
1
3
1
0
0
1
2
1
0
3
0
1
1
0
0
3
4
2
1
1
2
1
0
4
1
0
1
0
0
0
0
0
3
1
3
2
2
0
0
50
U-Turn
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7:00 AM
7:15 AM
7:30 AM
7:45 AM
8:00 AM
8:15 AM
8:30 AM
8:45 AM
9:00 AM
9:15 AM
9:30 AM
9:45 AM
10:00 AM
10:15 AM
10:30 AM
10:45 AM
11:00 AM
11:15 AM
11:30 AM
11:45 AM
12:00 PM
12:15 PM
12:30 PM
12:45 PM
1:00 PM
1:15 PM
1:30 PM
1:45 PM
2:00 PM
2:15 PM
2:30 PM
2:45 PM
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
4:30 PM
4:45 PM
5:00 PM
5:15 PM
5:30 PM
5:45 PM
TOTAL
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
0
0
0
1
2
3
0
2
2
1
0
3
1
1
0
3
2
2
2
3
1
1
0
1
0
3
1
0
2
0
1
1
1
1
0
2
1
0
2
2
1
0
49
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
2
1
1
1
1
3
0
2
1
1
1
0
3
3
2
1
2
1
0
4
0
0
2
1
2
1
0
0
2
1
2
0
4
4
0
3
1
1
2
0
57
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Appendix B
Signal Timing Information
Page 1 of 4
City of Gainesville
Timing Sheet
11/28/2011 8:19:47 AM
Station : 4550 - NW 8th Ave @ 34th St ( Standard File )

Phase
1
2
3
4
5
6
7
8
(NL) (ST) (EL) (WT) (SL) (NT) (WL) (ET)
Walk
Ped Clearance
Min Green
Passage
Max1
Max2
Yellow
Red
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable
Auto Entry
Auto Exit
Non Act1
Non Act2
Lock Call
Min Recall
Max Recall
Ped Recall
Soft Recall
Dual Entry
Sim Gap Enable
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
4
2.5
15
7
20
15
3.5
70
4
2.5
15
7
16
15
3.5
45
4
1
ON
4
2.5
15
7
20
15
3.5
70
4
1
4
1
4
1
4
1
ON
ON
ON
ON
ON
11
4
2.5
15
7
20
4
1
25
4
1
4
1
4
1
ON
ON
ON
ON
ON
ON
ON
ON
10
7
16
15
3.5
45
ON
ON
ON
ON
ON
Preemption
13
14
15
16
ON
Preempt LP
Channel
Channel
Lock Input
Override Flash
Override Higher
Flash Dwell
Link
Delay
Min Duration
Min Green
Min Walk
Ped Clear
Track Green
Min Dwell
Max Presence
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1
Exit R2
Exit R3
Exit R4
ON
ON
ON
ON
ON
ON
Min
Max
Type
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Prepared By
12
20
10
999
10
999
10
120
10
120
10
120
10
120
4
8
2
6
4
8
4
8
2
6
2
6
Date Implemented
http://10.1.0.2/StreetWise2WS/TimingSheetSC.aspx
OFF
OFF
OFF
OFF
SKIP
SKIP
SKIP
SKIP
11/28/20110
Page 2 of 4
Reviewed By
Traffic Engineer
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
11/28/20110
Page 3 of 4
City of Gainesville
Timing Sheet
11/28/2011 8:19:47 AM
Coordination
15
28
90
49
16
12
17
13
34
15
28
13
34
15
28
162
73
12
17
20
76
25
41
20
76
25
41
90
49
16
12
17
13
34
15
28
13
34
15
28
Easy
Day Plan 2
6
7
9
12
16
19
21
45
45
Easy
90
49
16
12
17
13
34
15
28
13
34
15
28
90
49
16
12
17
13
34
15
28
13
34
15
28
162
90
73
49
3
1
1
16
12
12
17
17
20
13
76
34
25
15
41
28
20
13
76
34
25
15
41
28
Day Plan 3
7
11
14
20
45
Split 16
34
Split 15
13
Split 14
Split 8
28
Split 13
Split 7
15
Split 12
Split 6
34
Split 11
Split 5
13
Split 10
Split 4
17
Split 9
Split 3
30
Split 2
45
45
Split 1
6
7
9
12
15
18
19
21
Dwell
12
Long
254
1
254
1
254
16
Short
95
1
95
1
95
Seqnc
254
1
254
1
254
3
1
254
49
Split
95
1
95
1
95
3
1
95
90
Offset
Pattern
254
1
254
1
254
3
254
1
254
Cycle
Action
Minute
Hour
95
1
95
1
95
3
95
1
95
Day Plan 1
Easy
90
49
16
12
17
13
34
15
28
13
34
15
28
90
49
16
12
17
13
34
15
28
13
34
15
28
11/28/20110
Page 4 of 4
City of Gainesville
Timing Sheet
11/28/2011 8:19:47 AM
15
28
90
49
16
12
17
13
34
15
28
13
34
15
28
Split 16
34
Split 15
13
Split 14
Split 8
28
Split 13
Split 7
15
Split 12
Split 6
34
Split 11
Split 5
13
Split 10
Split 4
17
Split 9
Split 3
Split 2
12
Short
45
Split 1
16
Split
7
11
14
20
Dwell
Long
49
Seqnc
90
Offset
Pattern
254
1
254
1
254
Cycle
Action
Minute
Hour
95
1
95
1
95
Day Plan 4
Easy
Scheduler
Month
Plan
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Day of Week
Day of Month
J FMAM J J A S O N D S MTWT F S 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1
1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1
1
1
1
1
1
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
1 1
1
1
1
1 1 1 1
1
1 1 1 1
1
1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1 1 1 1 1 1
1 1 1
1
1 1
1
1 1 1 1
1
1 1 1
1 1 1 1 1
1 1 1 1 1
1 1 1 1 1
1
1
1 1
1
1
1
1
1
1
1
1
1 1 1 1 1
1 1 1 1 1
1 1 1 1 1
1
1
1
1
1
1
1
1
1
1
1 1 1 1
1 1 1 1
1 1 1 1
1
Day Plan
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
14
15
18
19
21
22
23
24
25
26
27
28
29
30
31
32
1
User Comments:
11/28/20110
Appendix C
Synchro Software Output
(Existing Conditions)
Lanes, Volumes, Timings

4: NW 8th Ave
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Enter Blocked Intersection
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Two way Left Turn Lane
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
34
1900
0.95
514
1900
0.95
474
1900
0.95
0.990
34
1900
0.95
52
1900
1.00
0.929
0.977
1472
0.977
1472
30
299
6.8
0.90
25%
58
58
1900
1.00
0.997
3529
0.997
3529
35
964
18.8
0.90
2%
571
3504
3504
35
3800
74.0
0.90
2%
527
0
No
Left
609
No
Left
12
0
16
565
No
Left
0
0
16
0
No
Right
122
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0
0
0.90
2%
38
Intersection Summary
Area Type:
Other
Control Type: Unsignalized
Intersection Capacity Utilization 45.8%
Analysis Period (min) 15
3/20/2012 Baseline
AM PEAK - EXISTING CONDITIONS
0.90
2%
38
0
0
0.90
10%
64
ICU Level of Service A
Synchro 8 Light Report

Page 1
HCM Unsignalized Intersection Capacity Analysis

4: NW 8th Ave
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
3/20/2012 Baseline

4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
34
514
Free
0%
0.90
571
474
Free
0%
0.90
527
34
52
Stop
0%
0.90
58
58
0.90
64
None
None
564
0.94
907
282
564
4.1
767
7.3
282
7.1
2.2
96
1003
3.8
78
265
3.4
91
691
0.90
38
0.90
38
964
EB 1
228
38
0
1003
0.04
3
1.8
A
0.7
EB 2
381
0
0
1700
0.22
0
0.0
WB 1
351
0
0
1700
0.21
0
0.0
0.0
2.0
45.8%
15
WB 2
213
0
38
1700
0.13
0
0.0
SB 1
122
58
64
393
0.31
33
18.2
C
18.2
C
ICU Level of Service

Page 2

5: NW 34th St & NW 8th Ave
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Leading Detector (ft)
Trailing Detector (ft)
Detector 1 Position(ft)
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 1 Extend (s)
Detector 1 Queue (s)
Detector 1 Delay (s)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
74
1900
150
1
25
1.00
442
1900
54
1900
0
0
357
1900
29
1900
0
0
96
1900
0
0
64
1900
0
0
0.95
0.989
0.95
1.00
0.968
1.00
31
1900
285
1
25
1.00
433
1900
0.95
33
1900
160
1
25
1.00
352
1900
0.95
0.984
148
1900
140
1
25
1.00
1.00
0.981
1.00
0.950
1770
0.481
896
3483
0.950
1770
0.293
546
3500
3483
0
No
0.90
82
35
5313
103.5
0.90
491
0.950
1770
0.154
287
1803
3500
0
No
0.90
60
0.90
164
35
964
18.8
0.90
397
1803
0
No
0.90
32
0.90
37
35
2130
41.5
0.90
391
82
No
Left
551
No
Left
12
0
16
0
No
Right
164
No
Left
429
No
Left
12
0
16
0
No
Right
37
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
pm+pt
3
8
3
0.0
0.0
0.0
NA
8
6.5
11.5
11.5
12.8%
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
4
0.0
0.0
0.0
pm+pt
7
4
7
18.5
28.0
28.0
31.1%
6.5
11.5
12.0
13.3%
0.0
0.0%
498
No
Left
12
0
16
Yes
1.00
1827
1827
0
No
0.90
107
0.90
34
35
2627
51.2
0.90
481
0
No
Right
34
No
Left
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
6
0.0
0.0
0.0
pm+pt
1
6
1
18.5
28.0
28.5
31.7%
6.5
11.5
11.5
12.8%
0.0
0.0%
0.950
1770
0.217
404
552
No
Left
12
0
16
Yes
1.00
0
No
Right
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
2
0.0
0.0
0.0
pm+pt
5
2
5
18.5
32.0
38.5
42.8%
6.5
11.5
11.5
12.8%
18.5
32.0
38.5
42.8%
0.0
0.0%
0.90
71
0.0
0.0%

Page 3

Lane Group
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s)
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Pedestrian Calls (#/hr)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
6.5
4.0
1.0
0.0
5.0
Lead
EBT
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.7
0.27
0.59
29.4
0.0
29.4
C
28.0
C
27.4
0.36
0.21
18.3
0.0
18.3
B
Area Type:
Other
Cycle Length: 90
Actuated Cycle Length: 76.8
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.85
Intersection Signal Delay: 29.8
Splits and Phases:
3/20/2012 Baseline

4/4/2012
EBR
0.0
4.0
WBL
7.0
4.0
1.0
0.0
5.0
Lead
WBT
23.5
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
24.1
0.31
0.39
25.7
0.0
25.7
C
25.2
C
29.5
0.38
0.51
23.9
0.0
23.9
C
WBR
0.0
4.0
NBL
6.5
4.0
1.0
0.0
5.0
Lead
NBT
33.5
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
27.4
0.36
0.77
32.1
0.0
32.1
C
30.8
C
30.9
0.40
0.15
12.9
0.0
12.9
B
NBR
0.0
4.0
SBL
6.5
4.0
1.0
0.0
5.0
Lead
SBT
33.5
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
27.4
0.36
0.85
37.2
0.0
37.2
D
35.8
D
30.9
0.40
0.12
12.5
0.0
12.5
B
SBR
0.0
4.0
Intersection LOS: C
ICU Level of Service B

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
EBL
82
0.21
18.3
0.0
18.3
28
59
150
396
0
0
0
0.21
EBT
551
0.59
29.4
0.0
29.4
140
201
5233
1078
0
0
0
0.51

4/4/2012
WBL
164
0.51
23.9
0.0
23.9
58
107
140
325
0
0
0
0.50
WBT
429
0.39
25.7
0.0
25.7
103
153
884
1186
0
0
0
0.36
NBL
37
0.15
12.9
0.0
12.9
9
26
160
245
0
0
0
0.15
NBT
498
0.77
32.1
0.0
32.1
222
363
2050
813
0
0
0
0.61
SBL
34
0.12
12.5
0.0
12.5
8
25
285
282
0
0
0
0.12
SBT
552
0.85
37.2
0.0
37.2
256
#449
2547
824
0
0
0
0.67
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
3/20/2012 Baseline

Page 5

4: NW 8th Ave
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
3/20/2012
EBL
EBT
WBT
WBR
SBL
SBR
14
1900
0.95
450
1900
0.95
440
1900
0.95
0.995
15
1900
0.95
8
1900
1.00
0.907
0.985
1664
0.985
1664
30
299
6.8
0.90
9
18
1900
1.00
0.998
3532
0.998
3532
35
964
18.8
0.90
500
3522
3522
35
3800
74.0
0.90
489
0
No
Left
516
No
Left
12
0
16
506
No
Left
0
0
16
0
No
Right
29
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0
0
0.90
16
Area Type:
Other
3/20/2012 Baseline
MIDDAY - EXISTING CONDITIONS
0.90
17
0
0
0.90
20

Page 1

4: NW 8th Ave
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

3/20/2012
EBL
EBT
WBT
WBR
SBL
SBR
14
450
Free
0%
0.90
500
440
Free
0%
0.90
489
15
8
Stop
0%
0.90
9
18
0.90
20
None
None
506
0.99
778
253
506
4.1
751
6.8
253
6.9
2.2
99
1055
3.5
97
337
3.3
97
747
0.90
16
0.90
17
964
EB 1
182
16
0
1055
0.01
1
0.8
A
0.3
EB 2
333
0
0
1700
0.20
0
0.0
WB 1
326
0
0
1700
0.19
0
0.0
0.0
0.5
32.6%
15
WB 2
180
0
17
1700
0.11
0
0.0
SB 1
29
9
20
544
0.05
4
12.0
B
12.0
B

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
3/20/2012 Baseline

3/20/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
78
1900
150
1
25
1.00
350
1900
64
1900
0
0
306
1900
39
1900
0
0
98
1900
0
0
62
1900
0
0
0.95
0.983
0.95
1.00
0.972
1.00
32
1900
285
1
25
1.00
490
1900
0.95
42
1900
160
1
25
1.00
428
1900
0.95
0.977
114
1900
140
1
25
1.00
1.00
0.983
1.00
0.950
1770
0.463
862
3458
0.950
1770
0.389
725
3479
3458
0
No
0.90
87
35
5313
103.5
0.90
389
0.950
1770
0.144
268
1811
3479
0
No
0.90
71
0.90
127
35
964
18.8
0.90
340
1811
0
No
0.90
43
0.90
47
35
2130
41.5
0.90
476
87
No
Left
460
No
Left
12
0
16
0
No
Right
127
No
Left
383
No
Left
12
0
16
0
No
Right
47
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
pm+pt
3
8
3
0.0
0.0
0.0
NA
8
6.5
11.5
11.5
12.8%
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
4
0.0
0.0
0.0
pm+pt
7
4
7
18.5
28.0
28.0
31.1%
6.5
11.5
11.5
12.8%
0.0
0.0%
585
No
Left
12
0
16
Yes
1.00
1831
1831
0
No
0.90
109
0.90
36
35
2627
51.2
0.90
544
0
No
Right
36
No
Left
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
6
0.0
0.0
0.0
pm+pt
1
6
1
18.5
28.0
28.0
31.1%
6.5
11.5
11.5
12.8%
0.0
0.0%
0.950
1770
0.173
322
613
No
Left
12
0
16
Yes
1.00
0
No
Right
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
2
0.0
0.0
0.0
pm+pt
5
2
5
18.5
32.0
39.0
43.3%
6.5
11.5
11.5
12.8%
18.5
32.0
39.0
43.3%
0.0
0.0%
0.90
69
0.0
0.0%

Page 3

Lane Group
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
25.0
0.33
0.24
19.6
0.0
19.6
B
EBT
23.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
20.2
0.27
0.50
28.6
0.0
28.6
C
27.1
C
Area Type:
Other
Cycle Length: 90
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline

3/20/2012
EBR
0.0
4.0
WBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
25.0
0.33
0.38
22.0
0.0
22.0
C
WBT
23.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
20.2
0.27
0.41
27.5
0.0
27.5
C
26.1
C
WBR
0.0
4.0
NBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
33.4
0.44
0.18
12.5
0.0
12.5
B
NBT
34.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
30.0
0.40
0.81
32.8
0.0
32.8
C
31.2
C
NBR
0.0
4.0
SBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
33.4
0.44
0.13
11.8
0.0
11.8
B
SBT
34.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
30.0
0.40
0.84
34.8
0.0
34.8
C
33.5
C
SBR
0.0
4.0
Intersection LOS: C
ICU Level of Service C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
87
0.24
19.6
0.0
19.6
31
63
150
369
0
0
0
0.24
EBT
460
0.50
28.6
0.0
28.6
118
167
5233
1110
0
0
0
0.41

3/20/2012
WBL
127
0.38
22.0
0.0
22.0
47
86
140
336
0
0
0
0.38
WBT
383
0.41
27.5
0.0
27.5
95
138
884
1117
0
0
0
0.34
NBL
47
0.18
12.5
0.0
12.5
11
30
160
255
0
0
0
0.18
NBT
585
0.81
32.8
0.0
32.8
273
#488
2050
859
0
0
0
0.68
SBL
36
0.13
11.8
0.0
11.8
9
25
285
274
0
0
0
0.13
SBT
613
0.84
34.8
0.0
34.8
291
#520
2547
869
0
0
0
0.71
3/20/2012 Baseline

Page 5

4: NW 8th Ave
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
28
1900
0.95
494
1900
0.95
460
1900
0.95
0.997
10
1900
0.95
19
1900
1.00
0.925
0.978
1685
0.978
1685
30
299
6.8
0.90
21
23
1900
1.00
0.997
3529
0.997
3529
35
964
18.8
0.90
549
3529
3529
35
3800
74.0
0.90
511
0
No
Left
580
No
Left
12
0
16
522
No
Left
0
0
16
0
No
Right
47
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0
0
0.90
31
Area Type:
Other
3/20/2012 Baseline
AFTERNOON 1 - EXISTING CONDITIONS
0.90
11
0
0
0.90
26

Page 1
HCM Unsignalized Intersection Capacity Analysis AFTERNOON 1 - EXISTING CONDITIONS

4/4/2012
4: NW 8th Ave
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline
EBL
EBT
WBT
WBR
SBL
SBR
28
494
Free
0%
0.90
549
460
Free
0%
0.90
511
10
19
Stop
0%
0.90
21
23
0.90
26
None
None
522
0.96
853
261
522
4.1
775
6.8
261
6.9
2.2
97
1040
3.5
93
313
3.3
97
738
0.90
31
0.90
11
964
EB 1
214
31
0
1040
0.03
2
1.5
A
0.6
EB 2
366
0
0
1700
0.22
0
0.0
WB 1
341
0
0
1700
0.20
0
0.0
0.0
0.8
40.8%
15
WB 2
181
0
11
1700
0.11
0
0.0
SB 1
47
21
26
457
0.10
8
13.8
B
13.8
B

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
69
1900
150
1
25
1.00
363
1900
56
1900
0
0
326
1900
42
1900
0
0
122
1900
0
0
76
1900
0
0
0.95
0.983
0.95
1.00
0.964
1.00
35
1900
285
1
25
1.00
436
1900
0.95
60
1900
160
1
25
1.00
389
1900
0.95
0.980
112
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.433
807
3468
0.950
1770
0.380
708
3479
3468
0
No
0.90
77
35
5313
103.5
0.90
403
0.950
1770
0.175
326
1796
3479
0
No
0.90
62
0.90
124
35
964
18.8
0.90
362
1796
0
No
0.90
47
0.90
67
35
2130
41.5
0.90
432
77
No
Left
465
No
Left
12
0
16
0
No
Right
124
No
Left
409
No
Left
12
0
16
0
No
Right
67
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
pm+pt
3
8
3
0.0
0.0
0.0
NA
8
6.5
11.5
11.5
12.8%
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
4
0.0
0.0
0.0
pm+pt
7
4
7
18.5
28.0
28.0
31.1%
6.5
11.5
11.5
12.8%
0.0
0.0%
568
No
Left
12
0
16
Yes
1.00
1822
1822
0
No
0.90
136
0.90
39
35
2627
51.2
0.90
484
0
No
Right
39
No
Left
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
6
0.0
0.0
0.0
pm+pt
1
6
1
18.5
28.0
28.0
31.1%
6.5
11.5
11.5
12.8%
0.0
0.0%
0.950
1770
0.211
393
568
No
Left
12
0
16
Yes
1.00
0
No
Right
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
2
0.0
0.0
0.0
pm+pt
5
2
5
18.5
32.0
39.0
43.3%
6.5
11.5
11.5
12.8%
18.5
32.0
39.0
43.3%
0.0
0.0%
0.90
84
0.0
0.0%

Page 3

Lane Group
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
25.1
0.33
0.22
19.9
0.0
19.9
B
EBT
23.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
20.4
0.26
0.51
29.5
0.0
29.5
C
28.2
C
Area Type:
Other
Cycle Length: 90
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline

4/4/2012
EBR
0.0
4.0
WBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
25.1
0.33
0.38
22.7
0.0
22.7
C
WBT
23.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
20.4
0.26
0.45
28.7
0.0
28.7
C
27.3
C
WBR
0.0
4.0
NBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
35.1
0.46
0.24
13.0
0.0
13.0
B
NBT
34.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
31.6
0.41
0.77
30.4
0.0
30.4
C
28.6
C
NBR
0.0
4.0
SBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
34.1
0.44
0.13
11.7
0.0
11.7
B
SBT
34.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
29.3
0.38
0.82
34.5
0.0
34.5
C
33.1
C
SBR
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
77
0.22
19.9
0.0
19.9
27
57
150
349
0
0
0
0.22
EBT
465
0.51
29.5
0.0
29.5
116
168
5233
1095
0
0
0
0.42

4/4/2012
WBL
124
0.38
22.7
0.0
22.7
45
85
140
326
0
0
0
0.38
WBT
409
0.45
28.7
0.0
28.7
101
148
884
1099
0
0
0
0.37
NBL
67
0.24
13.0
0.0
13.0
16
40
160
277
0
0
0
0.24
NBT
568
0.77
30.4
0.0
30.4
263
#470
2050
859
0
0
0
0.66
SBL
39
0.13
11.7
0.0
11.7
9
26
285
297
0
0
0
0.13
SBT
568
0.82
34.5
0.0
34.5
261
#464
2547
850
0
0
0
0.67
3/20/2012 Baseline

Page 5

4: NW 8th Ave
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
61
1900
0.95
603
1900
0.95
575
1900
0.95
0.988
51
1900
0.95
43
1900
1.00
0.912
0.983
1626
0.983
1626
30
299
6.8
0.90
10%
48
82
1900
1.00
0.995
3522
0.995
3522
35
964
18.8
0.90
2%
670
3497
3497
35
3800
74.0
0.90
2%
639
0
No
Left
738
No
Left
12
0
16
696
No
Left
0
0
16
0
No
Right
139
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0
0
0.90
2%
68
Area Type:
Other
3/20/2012 Baseline
0.90
2%
57
0
0
0.90
2%
91

Page 1
HCM Unsignalized Intersection Capacity Analysis AFTERNOON 2 - EXISTING CONDITIONS

4/4/2012
4: NW 8th Ave
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline
EBL
EBT
WBT
WBR
SBL
SBR
61
603
Free
0%
0.90
670
575
Free
0%
0.90
639
51
43
Stop
0%
0.90
48
82
0.90
91
None
None
696
0.89
1138
348
696
4.1
914
7.0
348
6.9
2.2
92
896
3.6
78
213
3.3
86
648
0.90
68
0.90
57
964
EB 1
291
68
0
896
0.08
6
2.8
A
1.1
EB 2
447
0
0
1700
0.26
0
0.0
WB 1
426
0
0
1700
0.25
0
0.0
0.0
2.3
53.4%
15
WB 2
270
0
57
1700
0.16
0
0.0
SB 1
139
48
91
381
0.36
41
19.8
C
19.8
C

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
88
1900
150
1
25
1.00
444
1900
42
1900
0
0
438
1900
43
1900
0
0
154
1900
0
0
74
1900
0
0
0.95
0.987
0.95
1.00
0.959
1.00
46
1900
285
1
25
1.00
438
1900
0.95
60
1900
160
1
25
1.00
408
1900
0.95
0.987
144
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.357
665
3493
0.950
1770
0.221
412
3493
3493
0
No
0.90
98
35
5313
103.5
0.90
493
0.950
1770
0.208
387
1786
3493
0
No
0.90
47
0.90
160
35
964
18.8
0.90
487
1786
0
No
0.90
48
0.90
67
35
2130
41.5
0.90
453
98
No
Left
540
No
Left
12
0
16
0
No
Right
160
No
Left
535
No
Left
12
0
16
0
No
Right
67
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
pm+pt
3
8
3
0.0
0.0
0.0
NA
8
6.5
11.5
15.0
9.3%
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
4
0.0
0.0
0.0
pm+pt
7
4
7
18.5
28.0
41.0
25.3%
6.5
11.5
23.0
14.2%
0.0
0.0%
624
No
Left
12
0
16
Yes
1.00
1822
1822
0
No
0.90
171
0.90
51
35
2627
51.2
0.90
487
0
No
Right
51
No
Left
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
6
0.0
0.0
0.0
pm+pt
1
6
1
18.5
28.0
49.0
30.2%
6.5
11.5
12.0
7.4%
0.0
0.0%
0.950
1770
0.157
292
569
No
Left
12
0
16
Yes
1.00
0
No
Right
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
2
0.0
0.0
0.0
pm+pt
5
2
5
18.5
32.0
86.0
53.1%
6.5
11.5
12.0
7.4%
18.5
32.0
86.0
53.1%
0.0
0.0%
0.90
82
0.0
0.0%

Page 3

Lane Group
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
10.0
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
34.1
0.31
0.33
29.2
0.0
29.2
C
EBT
36.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
25.2
0.23
0.67
46.1
0.0
46.1
D
43.5
D
Area Type:
Other
Cycle Length: 162
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline

4/4/2012
EBR
0.0
4.0
WBL
18.0
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
42.3
0.39
0.49
31.0
0.0
31.0
C
WBT
44.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
29.6
0.27
0.56
39.4
0.0
39.4
D
37.4
D
WBR
0.0
4.0
NBL
7.0
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
50.5
0.46
0.25
16.8
0.0
16.8
B
NBT
81.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
45.4
0.42
0.84
40.7
0.0
40.7
D
38.4
D
NBR
0.0
4.0
SBL
7.0
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
50.5
0.46
0.22
16.7
0.0
16.7
B
SBT
81.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
45.4
0.42
0.75
34.8
0.0
34.8
C
33.3
C
SBR
0.0
4.0
Intersection LOS: D
ICU Level of Service D

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
98
0.33
29.2
0.0
29.2
44
106
150
330
0
0
0
0.30
EBT
540
0.67
46.1
0.0
46.1
186
323
5233
1250
0
0
0
0.43

4/4/2012
WBL
160
0.49
31.0
0.0
31.0
75
164
140
409
0
0
0
0.39
WBT
535
0.56
39.4
0.0
39.4
174
297
884
1527
0
0
0
0.35
NBL
67
0.25
16.8
0.0
16.8
22
56
160
276
0
0
0
0.24
NBT
624
0.84
40.7
0.0
40.7
384
658
2050
1354
0
0
0
0.46
SBL
51
0.22
16.7
0.0
16.7
17
45
285
238
0
0
0
0.21
SBT
569
0.75
34.8
0.0
34.8
331
568
2547
1381
0
0
0
0.41
3/20/2012 Baseline

Page 5

4: NW 8th Ave
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
50
1900
0.95
642
1900
0.95
784
1900
0.95
0.990
58
1900
0.95
15
1900
1.00
0.899
0.987
1653
0.987
1653
30
299
6.8
0.90
17
45
1900
1.00
0.996
3525
0.996
3525
35
964
18.8
0.90
713
3504
3504
35
3800
74.0
0.90
871
0
No
Left
769
No
Left
12
0
16
935
No
Left
0
0
16
0
No
Right
67
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0
0
0.90
56
Area Type:
Other
3/20/2012 Baseline
PM PEAK - EXISTING CONDITIONS
0.90
64
0
0
0.90
50

Page 1

4: NW 8th Ave
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
50
642
Free
0%
0.90
713
784
Free
0%
0.90
871
58
15
Stop
0%
0.90
17
45
0.90
50
None
None
936
0.84
1371
468
936
4.1
1068
6.8
468
6.9
2.2
92
728
3.5
90
169
3.3
91
542
0.90
56
0.90
64
964
EB 1
293
56
0
728
0.08
6
2.7
A
1.0
EB 2
476
0
0
1700
0.28
0
0.0
WB 1
581
0
0
1700
0.34
0
0.0
0.0
1.1
56.3%
15
WB 2
355
0
64
1700
0.21
0
0.0
SB 1
67
17
50
349
0.19
17
17.7
C
17.7
C

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
130
1900
150
1
25
1.00
538
1900
68
1900
0
0
621
1900
75
1900
0
0
136
1900
0
0
96
1900
0
0
0.95
0.984
0.95
1.00
0.972
1.00
56
1900
285
1
25
1.00
551
1900
0.95
81
1900
160
1
25
1.00
597
1900
0.95
0.983
202
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.134
250
3479
0.950
1770
0.108
201
3483
3479
0
No
0.90
144
35
5313
103.5
0.90
598
0.950
1770
0.128
238
1811
3483
0
No
0.90
76
0.90
224
35
964
18.8
0.90
690
1811
0
No
0.90
83
0.90
90
35
2130
41.5
0.90
663
144
No
Left
674
No
Left
12
0
16
0
No
Right
224
No
Left
773
No
Left
12
0
16
0
No
Right
90
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
pm+pt
3
8
3
0.0
0.0
0.0
NA
8
6.5
11.5
17.7
10.9%
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
4
0.0
0.0
0.0
pm+pt
7
4
7
18.5
28.0
39.0
24.1%
6.5
11.5
25.0
15.4%
0.0
0.0%
814
No
Left
12
0
16
Yes
1.00
1822
1822
0
No
0.90
151
0.90
62
35
2627
51.2
0.90
612
0
No
Right
62
No
Left
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
6
0.0
0.0
0.0
pm+pt
1
6
1
18.5
28.0
46.3
28.6%
6.5
11.5
11.6
7.2%
0.0
0.0%
0.950
1770
0.075
140
719
No
Left
12
0
16
Yes
1.00
0
No
Right
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
0.0
0.0
0.0
NA
2
0.0
0.0
0.0
pm+pt
5
2
5
18.5
32.0
86.5
53.4%
6.5
11.5
11.5
7.1%
18.5
32.0
86.4
53.3%
0.0
0.0%
0.90
107
0.0
0.0%

Page 3

Lane Group
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
12.7
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
43.6
0.30
0.73
57.0
0.0
57.0
E
EBT
34.0
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
31.9
0.22
0.88
70.8
0.0
70.8
E
68.4
E
Area Type:
Other
Cycle Length: 162
Natural Cycle: 105
Splits and Phases:
3/20/2012 Baseline

4/4/2012
EBR
0.0
4.0
WBL
20.0
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
55.1
0.38
0.82
63.8
0.0
63.8
E
WBT
41.3
4.0
1.0
0.0
5.0
Lag
Yes
3.5
None
7.0
16.0
0
38.4
0.26
0.84
61.9
0.0
61.9
E
62.3
E
WBR
0.0
4.0
NBL
6.6
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
76.3
0.52
0.46
23.4
0.0
23.4
C
NBT
81.5
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
71.4
0.49
0.92
51.3
0.0
51.3
D
48.5
D
NBR
0.0
4.0
SBL
6.5
4.0
1.0
0.0
5.0
Lead
Yes
2.5
None
74.7
0.51
0.42
24.4
0.0
24.4
C
SBT
81.4
4.0
1.0
0.0
5.0
Lag
Yes
3.5
Min
7.0
20.0
0
68.0
0.47
0.84
44.2
0.0
44.2
D
42.6
D
SBR
0.0
4.0
Intersection LOS: E
ICU Level of Service E

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
144
0.73
57.0
0.0
57.0
102
#198
150
214
0
0
0
0.67
EBT
674
0.88
70.8
0.0
70.8
361
#488
5233
840
0
0
0
0.80

4/4/2012
WBL
224
0.82
63.8
0.0
63.8
173
#325
140
299
0
0
0
0.75
WBT
773
0.84
61.9
0.0
61.9
403
#503
884
1021
0
0
0
0.76
NBL
90
0.46
23.4
0.0
23.4
41
71
160
197
0
0
0
0.46
NBT
814
0.92
51.3
0.0
51.3
765
#1046
2050
1048
0
0
0
0.78
SBL
62
0.42
24.4
0.0
24.4
28
52
285
147
0
0
0
0.42
SBT
719
0.84
44.2
0.0
44.2
615
797
2547
1053
0
0
0
0.68
3/20/2012 Baseline

Page 5
Appendix D
(Alternative A Conditions)

4: NW 8th Ave & NW 31st Dr
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
34
1900
1.00
514
1900
1.00
474
1900
1.00
0.991
34
1900
1.00
58
1900
1.00
1863
1846
1863
35
964
18.8
0.90
2%
571
1846
35
3799
74.0
0.90
2%
527
52
1900
1.00
0.929
0.977
1472
0.977
1472
30
299
6.8
0.90
25%
58
38
No
Left
571
No
Left
24
0
16
565
No
Left
24
0
16
0
No
Right
122
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
2%
38
Area Type:
Other
3/20/2012 Baseline
AM PEAK - PROPOSED CONDITIONS
0.90
2%
38
0
0
0.90
10%
64

Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
34
514
Free
0%
0.90
571
474
Free
0%
0.90
527
34
52
Stop
0%
0.90
58
58
0.90
64
None
None
564
0.80
1192
546
564
4.1
1116
6.6
546
6.3
2.2
96
1007
3.7
64
160
3.4
88
523
0.90
38
0.90
38
964
EB 1
38
38
0
1007
0.04
3
8.7
A
0.5
EB 2
571
0
0
1700
0.34
0
0.0
WB 1
564
0
38
1700
0.33
0
0.0
0.0
3.3
41.4%
15
SB 1
122
58
64
252
0.48
61
32.0
D
32.0
D

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
74
1900
150
1
25
1.00
442
1900
54
1900
0
0
357
1900
29
1900
0
0
96
1900
0
0
64
1900
0
0
0.95
0.989
0.95
1.00
0.968
1.00
31
1900
285
1
25
1.00
433
1900
0.95
33
1900
160
1
25
1.00
352
1900
0.95
0.984
148
1900
140
1
25
1.00
1.00
0.981
1.00
0.950
1770
0.484
902
3483
0.950
1770
0.294
548
3500
3483
0
No
0.90
82
35
5313
103.5
0.90
491
0.950
1770
0.151
281
1803
3500
0
Yes
0.90
60
0.90
164
9
35
964
18.8
0.90
397
1803
0
Yes
0.90
32
0.90
37
17
35
2130
41.5
0.90
391
1827
1827
0
No
0.90
107
0.90
34
35
2627
51.2
0.90
481
0
No
Right
34
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
82
No
Left
551
No
Left
12
0
16
0
No
Right
164
No
Left
429
No
Left
12
0
16
0
No
Right
37
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
498
No
Left
12
0
16
Yes
1.00
0.950
1770
0.215
400
552
No
Left
12
0
16
Yes
1.00
0.90
71
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
28.0
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.9
0.27
0.58
29.3
0.0
29.3
C
27.9
C
27.7
0.36
0.21
18.2
0.0
18.2
B

4/4/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 90
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
12.0
13.3%
7.0
4.0
1.0
0.0
5.0
Lead
18.5
23.5
28.5
31.7%
23.5
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
24.5
0.32
0.38
25.0
0.0
25.0
C
24.6
C
29.9
0.39
0.50
23.7
0.0
23.7
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
38.5
42.8%
33.5
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
27.5
0.36
0.76
30.7
0.0
30.7
C
29.5
C
31.0
0.40
0.15
13.1
0.0
13.1
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
38.5
42.8%
33.5
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
27.5
0.36
0.85
37.6
0.0
37.6
D
36.2
D
31.0
0.40
0.12
12.6
0.0
12.6
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
82
0.21
18.2
0.0
18.2
28
59
150
398
0
0
0
0.21
EBT
551
0.58
29.3
0.0
29.3
141
201
5233
1073
0
0
0
0.51

4/4/2012
WBL
164
0.50
23.7
0.0
23.7
59
107
140
326
0
0
0
0.50
WBT
429
0.38
25.0
0.0
25.0
102
151
884
1190
0
0
0
0.36
NBL
37
0.15
13.1
0.0
13.1
9
26
160
242
0
0
0
0.15
NBT
498
0.76
30.7
0.0
30.7
218
352
2050
818
0
0
0
0.61
SBL
34
0.12
12.6
0.0
12.6
9
25
285
279
0
0
0
0.12
SBT
552
0.85
37.6
0.0
37.6
261
#449
2547
819
0
0
0
0.67
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
14
1900
1.00
450
1900
1.00
440
1900
1.00
0.995
15
1900
1.00
18
1900
1.00
1863
1853
1863
35
964
18.8
0.90
500
1853
35
3799
74.0
0.90
489
8
1900
1.00
0.907
0.985
1664
0.985
1664
30
299
6.8
0.90
9
16
No
Left
500
No
Left
24
0
16
506
No
Left
24
0
16
0
No
Right
29
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
16
Area Type:
Other
3/20/2012 Baseline
MIDDAY - PROPOSED CONDITIONS
0.90
17
0
0
0.90
20

Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
14
450
Free
0%
0.90
500
440
Free
0%
0.90
489
15
8
Stop
0%
0.90
9
18
0.90
20
None
None
506
0.84
1028
497
506
4.1
941
6.4
497
6.2
2.2
99
1059
3.5
96
243
3.3
97
573
0.90
16
0.90
17
964
EB 1
16
16
0
1059
0.01
1
8.4
A
0.3
EB 2
500
0
0
1700
0.29
0
0.0
WB 1
506
0
17
1700
0.30
0
0.0
0.0
0.5
34.1%
15
SB 1
29
9
20
404
0.07
6
14.6
B
14.6
B

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
78
1900
150
1
25
1.00
350
1900
64
1900
0
0
306
1900
39
1900
0
0
98
1900
0
0
62
1900
0
0
0.95
0.983
0.95
1.00
0.972
1.00
32
1900
285
1
25
1.00
490
1900
0.95
42
1900
160
1
25
1.00
428
1900
0.95
0.977
114
1900
140
1
25
1.00
1.00
0.983
1.00
0.950
1770
0.464
864
3458
0.950
1770
0.390
726
3479
3458
0
No
0.90
87
35
5313
103.5
0.90
389
0.950
1770
0.143
266
1811
3479
0
Yes
0.90
71
0.90
127
15
35
964
18.8
0.90
340
1811
0
Yes
0.90
43
0.90
47
15
35
2130
41.5
0.90
476
1831
1831
0
No
0.90
109
0.90
36
35
2627
51.2
0.90
544
0
No
Right
36
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
87
No
Left
460
No
Left
12
0
16
0
No
Right
127
No
Left
383
No
Left
12
0
16
0
No
Right
47
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
585
No
Left
12
0
16
Yes
1.00
0.950
1770
0.172
320
613
No
Left
12
0
16
Yes
1.00
0.90
69
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
28.0
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.4
0.27
0.49
28.4
0.0
28.4
C
27.0
C
25.3
0.33
0.23
19.5
0.0
19.5
B

4/4/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 90
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
23.5
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
20.4
0.27
0.40
26.2
0.0
26.2
C
25.2
C
25.3
0.33
0.38
21.9
0.0
21.9
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
30.1
0.40
0.80
31.7
0.0
31.7
C
30.3
C
33.4
0.44
0.19
12.6
0.0
12.6
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
30.1
0.40
0.84
35.2
0.0
35.2
D
33.9
C
33.4
0.44
0.13
11.9
0.0
11.9
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
87
0.23
19.5
0.0
19.5
31
63
150
371
0
0
0
0.23
EBT
460
0.49
28.4
0.0
28.4
118
166
5233
1108
0
0
0
0.42

4/4/2012
WBL
127
0.38
21.9
0.0
21.9
47
86
140
337
0
0
0
0.38
WBT
383
0.40
26.2
0.0
26.2
92
134
884
1125
0
0
0
0.34
NBL
47
0.19
12.6
0.0
12.6
11
30
160
254
0
0
0
0.19
NBT
585
0.80
31.7
0.0
31.7
265
#481
2050
865
0
0
0
0.68
SBL
36
0.13
11.9
0.0
11.9
9
25
285
273
0
0
0
0.13
SBT
613
0.84
35.2
0.0
35.2
291
#524
2547
867
0
0
0
0.71
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
28
1900
1.00
494
1900
1.00
460
1900
1.00
0.997
10
1900
1.00
23
1900
1.00
1863
1857
1863
35
964
18.8
0.90
549
1857
35
3799
74.0
0.90
511
19
1900
1.00
0.925
0.978
1685
0.978
1685
30
299
6.8
0.90
21
31
No
Left
549
No
Left
24
0
16
522
No
Left
24
0
16
0
No
Right
47
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
31
Area Type:
Other
3/20/2012 Baseline
AFTERNOON 1 - PROPOSED CONDITIONS
0.90
11
0
0
0.90
26

Page 1
HCM Unsignalized Intersection Capacity AnalysisAFTERNOON 1 - PROPOSED CONDITIONS

4/4/2012
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline
EBL
EBT
WBT
WBR
SBL
SBR
28
494
Free
0%
0.90
549
460
Free
0%
0.90
511
10
19
Stop
0%
0.90
21
23
0.90
26
None
None
522
0.83
1128
517
522
4.1
1053
6.4
517
6.2
2.2
97
1044
3.5
90
202
3.3
95
559
0.90
31
0.90
11
964
EB 1
31
31
0
1044
0.03
2
8.6
A
0.5
EB 2
549
0
0
1700
0.32
0
0.0
WB 1
522
0
11
1700
0.31
0
0.0
0.0
1.0
36.0%
15
SB 1
47
21
26
311
0.15
13
18.6
C
18.6
C

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
69
1900
150
1
25
1.00
365
1900
56
1900
0
0
326
1900
40
1900
0
0
122
1900
0
0
71
1900
0
0
0.95
0.984
0.95
1.00
0.964
1.00
33
1900
285
1
25
1.00
436
1900
0.95
60
1900
160
1
25
1.00
391
1900
0.95
0.980
112
1900
140
1
25
1.00
1.00
0.979
1.00
0.950
1770
0.438
816
3468
0.950
1770
0.379
706
3483
3468
0
No
0.90
77
35
5313
103.5
0.90
406
0.950
1770
0.176
328
1796
3483
0
Yes
0.90
62
0.90
124
14
35
964
18.8
0.90
362
1796
0
Yes
0.90
44
0.90
67
20
35
2130
41.5
0.90
434
1824
1824
0
No
0.90
136
0.90
37
35
2627
51.2
0.90
484
0
No
Right
37
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
77
No
Left
468
No
Left
12
0
16
0
No
Right
124
No
Left
406
No
Left
12
0
16
0
No
Right
67
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
570
No
Left
12
0
16
Yes
1.00
0.950
1770
0.205
382
563
No
Left
12
0
16
Yes
1.00
0.90
79
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
28.0
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.6
0.27
0.50
29.3
0.0
29.3
C
27.9
C
25.3
0.33
0.22
19.7
0.0
19.7
B

4/4/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 90
Actuated Cycle Length: 77
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
23.5
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
20.6
0.27
0.43
27.3
0.0
27.3
C
26.2
C
25.3
0.33
0.38
22.4
0.0
22.4
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
31.3
0.41
0.77
29.5
0.0
29.5
C
27.8
C
34.8
0.45
0.24
13.2
0.0
13.2
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
29.0
0.38
0.82
34.7
0.0
34.7
C
33.3
C
33.8
0.44
0.13
11.8
0.0
11.8
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
77
0.22
19.7
0.0
19.7
26
57
150
354
0
0
0
0.22
EBT
468
0.50
29.3
0.0
29.3
115
170
5233
1096
0
0
0
0.43

4/4/2012
WBL
124
0.38
22.4
0.0
22.4
44
85
140
327
0
0
0
0.38
WBT
406
0.43
27.3
0.0
27.3
94
142
884
1111
0
0
0
0.37
NBL
67
0.24
13.2
0.0
13.2
16
40
160
277
0
0
0
0.24
NBT
570
0.77
29.5
0.0
29.5
254
#460
2050
869
0
0
0
0.66
SBL
37
0.13
11.8
0.0
11.8
9
25
285
292
0
0
0
0.13
SBT
563
0.82
34.7
0.0
34.7
257
#460
2547
852
0
0
0
0.66
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
61
1900
1.00
603
1900
1.00
575
1900
1.00
0.989
51
1900
1.00
82
1900
1.00
1863
1842
1863
35
964
18.8
0.90
2%
670
1842
35
3799
74.0
0.90
2%
639
43
1900
1.00
0.912
0.983
1626
0.983
1626
30
299
6.8
0.90
10%
48
68
No
Left
670
No
Left
24
0
16
696
No
Left
24
0
16
0
No
Right
139
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
2%
68
Area Type:
Other
3/20/2012 Baseline
0.90
2%
57
0
0
0.90
2%
91

Page 1
HCM Unsignalized Intersection Capacity AnalysisAFTERNOON 2 - PROPOSED CONDITIONS

4/4/2012
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline
EBL
EBT
WBT
WBR
SBL
SBR
61
603
Free
0%
0.90
670
575
Free
0%
0.90
639
51
43
Stop
0%
0.90
48
82
0.90
91
None
None
696
0.80
1473
667
696
4.1
1466
6.5
667
6.2
2.2
92
900
3.6
52
100
3.3
80
459
0.90
68
0.90
57
964
EB 1
68
68
0
900
0.08
6
9.3
A
0.9
EB 2
670
0
0
1700
0.39
0
0.0
WB 1
696
0
57
1700
0.41
0
0.0
0.0
5.1
54.2%
15
SB 1
139
48
91
205
0.68
104
52.8
F
52.8
F

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
88
1900
150
1
25
1.00
444
1900
42
1900
0
0
438
1900
43
1900
0
0
154
1900
0
0
74
1900
0
0
0.95
0.987
0.95
1.00
0.959
1.00
46
1900
285
1
25
1.00
438
1900
0.95
60
1900
160
1
25
1.00
408
1900
0.95
0.987
144
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.367
684
3493
0.950
1770
0.221
412
3493
3493
0
No
0.90
98
35
5313
103.5
0.90
493
0.950
1770
0.203
378
1786
3493
0
Yes
0.90
47
0.90
160
6
35
964
18.8
0.90
487
1786
0
Yes
0.90
48
0.90
67
17
35
2130
41.5
0.90
453
1822
1822
0
No
0.90
171
0.90
51
35
2627
51.2
0.90
487
0
No
Right
51
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
98
No
Left
540
No
Left
12
0
16
0
No
Right
160
No
Left
535
No
Left
12
0
16
0
No
Right
67
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
624
No
Left
12
0
16
Yes
1.00
0.950
1770
0.149
278
569
No
Left
12
0
16
Yes
1.00
0.90
82
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
15.0
9.3%
10.0
4.0
1.0
0.0
5.0
Lead
18.5
28.0
41.0
25.3%
36.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
25.7
0.23
0.66
45.5
0.0
45.5
D
42.9
D
34.6
0.32
0.32
28.5
0.0
28.5
C

4/4/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 162
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
23.0
14.2%
18.0
4.0
1.0
0.0
5.0
Lead
18.5
23.5
49.0
30.2%
44.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
30.5
0.28
0.55
38.1
0.0
38.1
D
36.2
D
43.5
0.40
0.48
30.1
0.0
30.1
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
12.0
7.4%
7.0
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.0
53.1%
81.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
44.9
0.41
0.84
40.4
0.0
40.4
D
38.1
D
50.1
0.46
0.25
17.3
0.0
17.3
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
12.0
7.4%
7.0
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.0
53.1%
81.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
45.0
0.41
0.76
35.8
0.0
35.8
D
34.3
C
50.2
0.46
0.22
17.2
0.0
17.2
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: D

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
98
0.32
28.5
0.0
28.5
44
105
150
335
0
0
0
0.29
EBT
540
0.66
45.5
0.0
45.5
186
319
5233
1241
0
0
0
0.44

4/4/2012
WBL
160
0.48
30.1
0.0
30.1
75
162
140
410
0
0
0
0.39
WBT
535
0.55
38.1
0.0
38.1
171
290
884
1521
0
0
0
0.35
NBL
67
0.25
17.3
0.0
17.3
23
56
160
269
0
0
0
0.25
NBT
624
0.84
40.4
0.0
40.4
379
646
2050
1352
0
0
0
0.46
SBL
51
0.22
17.2
0.0
17.2
17
45
285
231
0
0
0
0.22
SBT
569
0.76
35.8
0.0
35.8
337
572
2547
1375
0
0
0
0.41
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
50
1900
1.00
642
1900
1.00
784
1900
1.00
0.991
58
1900
1.00
45
1900
1.00
1863
1846
1863
35
964
18.8
0.90
713
1846
35
3799
74.0
0.90
871
15
1900
1.00
0.899
0.987
1653
0.987
1653
30
299
6.8
0.90
17
56
No
Left
713
No
Left
24
0
16
935
No
Left
24
0
16
0
No
Right
67
No
Left
12
0
16
0
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
56
Area Type:
Other
3/20/2012 Baseline
PM PEAK - PROPOSED CONDITIONS
0.90
64
0
0
0.90
50

Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/4/2012
EBL
EBT
WBT
WBR
SBL
SBR
50
642
Free
0%
0.90
713
784
Free
0%
0.90
871
58
15
Stop
0%
0.90
17
45
0.90
50
None
None
936
0.78
1728
903
936
4.1
1792
6.4
903
6.2
2.2
92
732
3.5
74
64
3.3
85
336
0.90
56
0.90
64
964
EB 1
56
56
0
732
0.08
6
10.3
B
0.7
EB 2
713
0
0
1700
0.42
0
0.0
WB 1
936
0
64
1700
0.55
0
0.0
0.0
1.9
55.0%
15
SB 1
67
17
50
163
0.41
45
41.7
E
41.7
E

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/4/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
130
1900
150
1
25
1.00
538
1900
68
1900
0
0
621
1900
75
1900
0
0
136
1900
0
0
96
1900
0
0
0.95
0.984
0.95
1.00
0.972
1.00
56
1900
285
1
25
1.00
551
1900
0.95
81
1900
160
1
25
1.00
597
1900
0.95
0.983
202
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.135
251
3479
0.950
1770
0.108
201
3483
3479
0
No
0.90
144
35
5313
103.5
0.90
598
0.950
1770
0.126
235
1811
3483
0
Yes
0.90
76
0.90
224
8
35
964
18.8
0.90
690
1811
0
Yes
0.90
83
0.90
90
10
35
2130
41.5
0.90
663
1822
1822
0
No
0.90
151
0.90
62
35
2627
51.2
0.90
612
0
No
Right
62
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
144
No
Left
674
No
Left
12
0
16
0
No
Right
224
No
Left
773
No
Left
12
0
16
0
No
Right
90
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
814
No
Left
12
0
16
Yes
1.00
0.950
1770
0.073
136
719
No
Left
12
0
16
Yes
1.00
0.90
107
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
18.0
11.1%
13.0
4.0
1.0
0.0
5.0
Lead
18.5
28.0
39.0
24.1%
34.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
32.1
0.22
0.88
70.4
0.0
70.4
E
67.9
E
43.9
0.30
0.72
56.1
0.0
56.1
E

4/4/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 162
Natural Cycle: 105
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
25.0
15.4%
20.0
4.0
1.0
0.0
5.0
Lead
18.5
23.5
46.0
28.4%
41.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
38.6
0.26
0.83
60.6
0.0
60.6
E
61.1
E
55.5
0.38
0.82
62.9
0.0
62.9
E
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.6
7.2%
6.6
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.4
53.3%
81.4
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
71.2
0.49
0.91
50.8
0.0
50.8
D
48.1
D
76.1
0.52
0.46
23.7
0.0
23.7
C
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.6
7.2%
6.6
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.4
53.3%
81.4
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
67.9
0.47
0.85
44.5
0.0
44.5
D
43.0
D
74.7
0.51
0.42
24.7
0.0
24.7
C
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: E

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
144
0.72
56.1
0.0
56.1
101
#194
150
218
0
0
0
0.66
EBT
674
0.88
70.4
0.0
70.4
358
#488
5233
837
0
0
0
0.81

4/4/2012
WBL
224
0.82
62.9
0.0
62.9
172
#325
140
299
0
0
0
0.75
WBT
773
0.83
60.6
0.0
60.6
396
#500
884
1016
0
0
0
0.76
NBL
90
0.46
23.7
0.0
23.7
41
71
160
194
0
0
0
0.46
NBT
814
0.91
50.8
0.0
50.8
756
#1037
2050
1047
0
0
0
0.78
SBL
62
0.42
24.7
0.0
24.7
28
52
285
146
0
0
0
0.42
SBT
719
0.85
44.5
0.0
44.5
615
797
2547
1049
0
0
0
0.69
3/20/2012 Baseline

Page 5
Appendix E
(Alternative B Conditions)

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
34
1900
250
1
25
1.00
514
1900
474
1900
34
1900
0
0
58
1900
0
1
0.95
1.00
0.991
1.00
52
1900
0
1
25
1.00
3539
1846
3539
35
964
18.8
0.90
2%
571
1846
35
3799
74.0
0.90
2%
527
38
No
Left
571
No
Left
12
0
16
565
No
Left
12
0
16
0
No
Right
58
No
Left
12
0
16
64
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
2%
38
Area Type:
Other
3/20/2012 Baseline
AM PEAK - PROP. ALT. CONDITIONS
0.90
2%
38
0.950
1444
0.950
1444
30
299
6.8
0.90
25%
58
1.00
0.850
1468
1468
0.90
10%
64

Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
34
514
Free
0%
0.90
571
474
Free
0%
0.90
527
34
52
Stop
0%
0.90
58
58
0.90
64
None
None
564
0.96
907
546
564
4.1
812
7.3
546
7.1
2.2
96
1003
3.8
77
252
3.4
86
462
SB 1
58
58
0
252
0.23
22
23.4
C
18.5
C
SB 2
64
0
64
462
0.14
12
14.1
B
0.90
38
0.90
38
964
EB 1
38
38
0
1003
0.04
3
8.7
A
0.5
EB 2
286
0
0
1700
0.17
0
0.0
EB 3
286
0
0
1700
0.17
0
0.0
WB 1
564
0
38
1700
0.33
0
0.0
0.0
2.0
38.3%
15

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/23/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
74
1900
150
1
25
1.00
442
1900
54
1900
0
0
357
1900
29
1900
0
0
96
1900
0
0
64
1900
0
0
0.95
0.989
0.95
1.00
0.968
1.00
31
1900
285
1
25
1.00
433
1900
0.95
33
1900
160
1
25
1.00
352
1900
0.95
0.984
148
1900
140
1
25
1.00
1.00
0.981
1.00
0.950
1770
0.484
902
3483
0.950
1770
0.294
548
3500
3483
0
No
0.90
82
35
5313
103.5
0.90
491
0.950
1770
0.151
281
1803
3500
0
Yes
0.90
60
0.90
164
9
35
964
18.8
0.90
397
1803
0
Yes
0.90
32
0.90
37
17
35
2130
41.5
0.90
391
1827
1827
0
No
0.90
107
0.90
34
35
2627
51.2
0.90
481
0
No
Right
34
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
82
No
Left
551
No
Left
12
0
16
0
No
Right
164
No
Left
429
No
Left
12
0
16
0
No
Right
37
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
498
No
Left
12
0
16
Yes
1.00
0.950
1770
0.215
400
552
No
Left
12
0
16
Yes
1.00
0.90
71
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
28.0
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.9
0.27
0.58
29.3
0.0
29.3
C
27.9
C
27.7
0.36
0.21
18.2
0.0
18.2
B

4/23/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 90
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
12.0
13.3%
7.0
4.0
1.0
0.0
5.0
Lead
18.5
23.5
28.5
31.7%
23.5
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
24.5
0.32
0.38
25.0
0.0
25.0
C
24.6
C
29.9
0.39
0.50
23.7
0.0
23.7
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
38.5
42.8%
33.5
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
27.5
0.36
0.76
30.7
0.0
30.7
C
29.5
C
31.0
0.40
0.15
13.1
0.0
13.1
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
38.5
42.8%
33.5
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
27.5
0.36
0.85
37.6
0.0
37.6
D
36.2
D
31.0
0.40
0.12
12.6
0.0
12.6
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
82
0.21
18.2
0.0
18.2
28
59
150
398
0
0
0
0.21
EBT
551
0.58
29.3
0.0
29.3
141
201
5233
1073
0
0
0
0.51

4/23/2012
WBL
164
0.50
23.7
0.0
23.7
59
107
140
326
0
0
0
0.50
WBT
429
0.38
25.0
0.0
25.0
102
151
884
1190
0
0
0
0.36
NBL
37
0.15
13.1
0.0
13.1
9
26
160
242
0
0
0
0.15
NBT
498
0.76
30.7
0.0
30.7
218
352
2050
818
0
0
0
0.61
SBL
34
0.12
12.6
0.0
12.6
9
25
285
279
0
0
0
0.12
SBT
552
0.85
37.6
0.0
37.6
261
#449
2547
819
0
0
0
0.67
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
14
1900
250
1
25
1.00
450
1900
440
1900
15
1900
0
0
18
1900
0
1
0.95
1.00
0.995
1.00
8
1900
0
1
25
1.00
3539
1853
3539
35
964
18.8
0.90
500
1853
35
3799
74.0
0.90
489
16
No
Left
500
No
Left
12
0
16
506
No
Left
12
0
16
0
No
Right
9
No
Left
12
0
16
20
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
16
Area Type:
Other
3/20/2012 Baseline
MIDDAY - PROP. ALT. CONDITIONS
0.90
17
0.950
1770
0.950
1770
30
299
6.8
0.90
9
1.00
0.850
1583
1583
0.90
20

Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
14
450
Free
0%
0.90
500
440
Free
0%
0.90
489
15
8
Stop
0%
0.90
9
18
0.90
20
None
None
506
1.00
778
497
506
4.1
774
6.8
497
6.9
2.2
99
1055
3.5
97
329
3.3
96
518
SB 1
9
9
0
329
0.03
2
16.2
C
13.5
B
SB 2
20
0
20
518
0.04
3
12.2
B
0.90
16
0.90
17
964
EB 1
16
16
0
1055
0.01
1
8.5
A
0.3
EB 2
250
0
0
1700
0.15
0
0.0
EB 3
250
0
0
1700
0.15
0
0.0
WB 1
506
0
17
1700
0.30
0
0.0
0.0
0.5
34.1%
15

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/23/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
78
1900
150
1
25
1.00
350
1900
64
1900
0
0
306
1900
39
1900
0
0
98
1900
0
0
62
1900
0
0
0.95
0.983
0.95
1.00
0.972
1.00
32
1900
285
1
25
1.00
490
1900
0.95
42
1900
160
1
25
1.00
428
1900
0.95
0.977
114
1900
140
1
25
1.00
1.00
0.983
1.00
0.950
1770
0.464
864
3458
0.950
1770
0.390
726
3479
3458
0
No
0.90
87
35
5313
103.5
0.90
389
0.950
1770
0.143
266
1811
3479
0
Yes
0.90
71
0.90
127
15
35
964
18.8
0.90
340
1811
0
Yes
0.90
43
0.90
47
15
35
2130
41.5
0.90
476
1831
1831
0
No
0.90
109
0.90
36
35
2627
51.2
0.90
544
0
No
Right
36
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
87
No
Left
460
No
Left
12
0
16
0
No
Right
127
No
Left
383
No
Left
12
0
16
0
No
Right
47
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
585
No
Left
12
0
16
Yes
1.00
0.950
1770
0.172
320
613
No
Left
12
0
16
Yes
1.00
0.90
69
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
28.0
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.4
0.27
0.49
28.4
0.0
28.4
C
27.0
C
25.3
0.33
0.23
19.5
0.0
19.5
B

4/23/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 90
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
23.5
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
20.4
0.27
0.40
26.2
0.0
26.2
C
25.2
C
25.3
0.33
0.38
21.9
0.0
21.9
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
30.1
0.40
0.80
31.7
0.0
31.7
C
30.3
C
33.4
0.44
0.19
12.6
0.0
12.6
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
30.1
0.40
0.84
35.2
0.0
35.2
D
33.9
C
33.4
0.44
0.13
11.9
0.0
11.9
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
87
0.23
19.5
0.0
19.5
31
63
150
371
0
0
0
0.23
EBT
460
0.49
28.4
0.0
28.4
118
166
5233
1108
0
0
0
0.42

4/23/2012
WBL
127
0.38
21.9
0.0
21.9
47
86
140
337
0
0
0
0.38
WBT
383
0.40
26.2
0.0
26.2
92
134
884
1125
0
0
0
0.34
NBL
47
0.19
12.6
0.0
12.6
11
30
160
254
0
0
0
0.19
NBT
585
0.80
31.7
0.0
31.7
265
#481
2050
865
0
0
0
0.68
SBL
36
0.13
11.9
0.0
11.9
9
25
285
273
0
0
0
0.13
SBT
613
0.84
35.2
0.0
35.2
291
#524
2547
867
0
0
0
0.71
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
28
1900
250
1
25
1.00
494
1900
460
1900
10
1900
0
0
23
1900
0
1
0.95
1.00
0.997
1.00
19
1900
0
1
25
1.00
3539
1857
3539
35
964
18.8
0.90
549
1857
35
3799
74.0
0.90
511
31
No
Left
549
No
Left
12
0
16
522
No
Left
12
0
16
0
No
Right
21
No
Left
12
0
16
26
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
31
Area Type:
Other
3/20/2012 Baseline
AFTERNOON 1 - PROP. ALT. CONDITIONS
0.90
11
0.950
1770
0.950
1770
30
299
6.8
0.90
21
1.00
0.850
1583
1583
0.90
26

Page 1
HCM Unsignalized Intersection Capacity AnalysisAFTERNOON 1 - PROP. ALT. CONDITIONS

4/23/2012
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline
EBL
EBT
WBT
WBR
SBL
SBR
28
494
Free
0%
0.90
549
460
Free
0%
0.90
511
10
19
Stop
0%
0.90
21
23
0.90
26
None
None
522
0.98
853
517
522
4.1
809
6.8
517
6.9
2.2
97
1040
3.5
93
303
3.3
95
503
SB 1
21
21
0
303
0.07
6
17.8
C
14.9
B
SB 2
26
0
26
503
0.05
4
12.5
B
0.90
31
0.90
11
964
EB 1
31
31
0
1040
0.03
2
8.6
A
0.5
EB 2
274
0
0
1700
0.16
0
0.0
EB 3
274
0
0
1700
0.16
0
0.0
WB 1
522
0
11
1700
0.31
0
0.0
0.0
0.8
34.8%
15

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/23/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
69
1900
150
1
25
1.00
365
1900
56
1900
0
0
326
1900
40
1900
0
0
122
1900
0
0
71
1900
0
0
0.95
0.984
0.95
1.00
0.964
1.00
33
1900
285
1
25
1.00
436
1900
0.95
60
1900
160
1
25
1.00
391
1900
0.95
0.980
112
1900
140
1
25
1.00
1.00
0.979
1.00
0.950
1770
0.438
816
3468
0.950
1770
0.379
706
3483
3468
0
No
0.90
77
35
5313
103.5
0.90
406
0.950
1770
0.176
328
1796
3483
0
Yes
0.90
62
0.90
124
14
35
964
18.8
0.90
362
1796
0
Yes
0.90
44
0.90
67
20
35
2130
41.5
0.90
434
1824
1824
0
No
0.90
136
0.90
37
35
2627
51.2
0.90
484
0
No
Right
37
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
77
No
Left
468
No
Left
12
0
16
0
No
Right
124
No
Left
406
No
Left
12
0
16
0
No
Right
67
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
570
No
Left
12
0
16
Yes
1.00
0.950
1770
0.205
382
563
No
Left
12
0
16
Yes
1.00
0.90
79
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
28.0
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
20.6
0.27
0.50
29.3
0.0
29.3
C
27.9
C
25.3
0.33
0.22
19.7
0.0
19.7
B

4/23/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 90
Actuated Cycle Length: 77
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
23.5
28.0
31.1%
23.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
20.6
0.27
0.43
27.3
0.0
27.3
C
26.2
C
25.3
0.33
0.38
22.4
0.0
22.4
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
31.3
0.41
0.77
29.5
0.0
29.5
C
27.8
C
34.8
0.45
0.24
13.2
0.0
13.2
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.5
12.8%
6.5
4.0
1.0
0.0
5.0
Lead
18.5
32.0
39.0
43.3%
34.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
29.0
0.38
0.82
34.7
0.0
34.7
C
33.3
C
33.8
0.44
0.13
11.8
0.0
11.8
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: C

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
77
0.22
19.7
0.0
19.7
26
57
150
354
0
0
0
0.22
EBT
468
0.50
29.3
0.0
29.3
115
170
5233
1096
0
0
0
0.43

4/23/2012
WBL
124
0.38
22.4
0.0
22.4
44
85
140
327
0
0
0
0.38
WBT
406
0.43
27.3
0.0
27.3
94
142
884
1111
0
0
0
0.37
NBL
67
0.24
13.2
0.0
13.2
16
40
160
277
0
0
0
0.24
NBT
570
0.77
29.5
0.0
29.5
254
#460
2050
869
0
0
0
0.66
SBL
37
0.13
11.8
0.0
11.8
9
25
285
292
0
0
0
0.13
SBT
563
0.82
34.7
0.0
34.7
257
#460
2547
852
0
0
0
0.66
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
61
1900
250
1
25
1.00
603
1900
575
1900
51
1900
0
0
82
1900
0
1
0.95
1.00
0.989
1.00
43
1900
0
1
25
1.00
3539
1842
3539
35
964
18.8
0.90
2%
670
1842
35
3799
74.0
0.90
2%
639
68
No
Left
670
No
Left
12
0
16
696
No
Left
12
0
16
0
No
Right
48
No
Left
12
0
16
91
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
2%
68
Area Type:
Other
3/20/2012 Baseline
0.90
2%
57
0.950
1641
0.950
1641
30
299
6.8
0.90
10%
48
1.00
0.850
1583
1583
0.90
2%
91

Page 1
HCM Unsignalized Intersection Capacity AnalysisAFTERNOON 2 - PROP. ALT. CONDITIONS

4/23/2012
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline
EBL
EBT
WBT
WBR
SBL
SBR
61
603
Free
0%
0.90
670
575
Free
0%
0.90
639
51
43
Stop
0%
0.90
48
82
0.90
91
None
None
696
0.91
1138
667
696
4.1
959
7.0
667
6.9
2.2
92
896
3.6
76
203
3.3
77
401
SB 1
48
48
0
203
0.24
22
28.1
D
20.5
C
SB 2
91
0
91
401
0.23
22
16.6
C
0.90
68
0.90
57
964
EB 1
68
68
0
896
0.08
6
9.3
A
0.9
EB 2
335
0
0
1700
0.20
0
0.0
EB 3
335
0
0
1700
0.20
0
0.0
WB 1
696
0
57
1700
0.41
0
0.0
0.0
2.2
50.1%
15

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/23/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
88
1900
150
1
25
1.00
444
1900
42
1900
0
0
438
1900
43
1900
0
0
154
1900
0
0
74
1900
0
0
0.95
0.987
0.95
1.00
0.959
1.00
46
1900
285
1
25
1.00
438
1900
0.95
60
1900
160
1
25
1.00
408
1900
0.95
0.987
144
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.367
684
3493
0.950
1770
0.221
412
3493
3493
0
No
0.90
98
35
5313
103.5
0.90
493
0.950
1770
0.203
378
1786
3493
0
Yes
0.90
47
0.90
160
6
35
964
18.8
0.90
487
1786
0
Yes
0.90
48
0.90
67
17
35
2130
41.5
0.90
453
1822
1822
0
No
0.90
171
0.90
51
35
2627
51.2
0.90
487
0
No
Right
51
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
98
No
Left
540
No
Left
12
0
16
0
No
Right
160
No
Left
535
No
Left
12
0
16
0
No
Right
67
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
624
No
Left
12
0
16
Yes
1.00
0.950
1770
0.149
278
569
No
Left
12
0
16
Yes
1.00
0.90
82
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
15.0
9.3%
10.0
4.0
1.0
0.0
5.0
Lead
18.5
28.0
41.0
25.3%
36.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
25.7
0.23
0.66
45.5
0.0
45.5
D
42.9
D
34.6
0.32
0.32
28.5
0.0
28.5
C

4/23/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 162
Natural Cycle: 85
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
23.0
14.2%
18.0
4.0
1.0
0.0
5.0
Lead
18.5
23.5
49.0
30.2%
44.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
30.5
0.28
0.55
38.1
0.0
38.1
D
36.2
D
43.5
0.40
0.48
30.1
0.0
30.1
C
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
12.0
7.4%
7.0
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.0
53.1%
81.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
44.9
0.41
0.84
40.4
0.0
40.4
D
38.1
D
50.1
0.46
0.25
17.3
0.0
17.3
B
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
12.0
7.4%
7.0
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.0
53.1%
81.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
45.0
0.41
0.76
35.8
0.0
35.8
D
34.3
C
50.2
0.46
0.22
17.2
0.0
17.2
B
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: D

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
98
0.32
28.5
0.0
28.5
44
105
150
335
0
0
0
0.29
EBT
540
0.66
45.5
0.0
45.5
186
319
5233
1241
0
0
0
0.44

4/23/2012
WBL
160
0.48
30.1
0.0
30.1
75
162
140
410
0
0
0
0.39
WBT
535
0.55
38.1
0.0
38.1
171
290
884
1521
0
0
0
0.35
NBL
67
0.25
17.3
0.0
17.3
23
56
160
269
0
0
0
0.25
NBT
624
0.84
40.4
0.0
40.4
379
646
2050
1352
0
0
0
0.46
SBL
51
0.22
17.2
0.0
17.2
17
45
285
231
0
0
0
0.22
SBT
569
0.76
35.8
0.0
35.8
337
572
2547
1375
0
0
0
0.41
3/20/2012 Baseline

Page 5

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Sign Control
4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
50
1900
250
1
25
1.00
642
1900
784
1900
58
1900
0
0
45
1900
0
1
0.95
1.00
0.991
1.00
15
1900
0
1
25
1.00
3539
1846
3539
35
964
18.8
0.90
713
1846
35
3799
74.0
0.90
871
56
No
Left
713
No
Left
12
0
16
935
No
Left
12
0
16
0
No
Right
17
No
Left
12
0
16
50
No
Right
1.00
15
1.00
1.00
1.00
9
1.00
9
Free
Free
1.00
15
Stop
0.950
1770
0.950
1770
0.90
56
Area Type:
Other
3/20/2012 Baseline
PM PEAK - PROP. ALT. CONDITIONS
0.90
64
0.950
1770
0.950
1770
30
299
6.8
0.90
17
1.00
0.850
1583
1583
0.90
50

Page 1

Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (ft)
Percent Blockage
Median type
Median storage veh)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
3/20/2012 Baseline

4/23/2012
EBL
EBT
WBT
WBR
SBL
SBR
50
642
Free
0%
0.90
713
784
Free
0%
0.90
871
58
15
Stop
0%
0.90
17
45
0.90
50
None
None
936
0.86
1371
903
936
4.1
1099
6.8
903
6.9
2.2
92
728
3.5
90
164
3.3
82
280
SB 1
17
17
0
164
0.10
8
29.5
D
22.8
C
SB 2
50
0
50
280
0.18
16
20.6
C
0.90
56
0.90
64
964
EB 1
56
56
0
728
0.08
6
10.4
B
0.7
EB 2
357
0
0
1700
0.21
0
0.0
EB 3
357
0
0
1700
0.21
0
0.0
WB 1
936
0
64
1700
0.55
0
0.0
0.0
1.2
54.8%
15

Page 2

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Adj. Flow (vph)
Lane Alignment
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Headway Factor
Turning Speed (mph)
Number of Detectors
Detector Template
Detector 1 Size(ft)
Detector 1 Type
Detector 1 Channel
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Turn Type
Protected Phases
Permitted Phases
Detector Phase
3/20/2012 Baseline

4/23/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
130
1900
150
1
25
1.00
538
1900
68
1900
0
0
621
1900
75
1900
0
0
136
1900
0
0
96
1900
0
0
0.95
0.984
0.95
1.00
0.972
1.00
56
1900
285
1
25
1.00
551
1900
0.95
81
1900
160
1
25
1.00
597
1900
0.95
0.983
202
1900
140
1
25
1.00
1.00
0.978
1.00
0.950
1770
0.135
251
3479
0.950
1770
0.108
201
3483
3479
0
No
0.90
144
35
5313
103.5
0.90
598
0.950
1770
0.126
235
1811
3483
0
Yes
0.90
76
0.90
224
8
35
964
18.8
0.90
690
1811
0
Yes
0.90
83
0.90
90
10
35
2130
41.5
0.90
663
1822
1822
0
No
0.90
151
0.90
62
35
2627
51.2
0.90
612
0
No
Right
62
No
Left
1.00
9
1
Gville
27
-3
-3
30
Cl+Ex
144
No
Left
674
No
Left
12
0
16
0
No
Right
224
No
Left
773
No
Left
12
0
16
0
No
Right
90
No
Left
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1.00
1.00
9
1.00
15
1
Left
20
0
0
20
Cl+Ex
1.00
1.00
9
1.00
15
1
Gville
27
-3
-3
30
Cl+Ex
1
Gville
27
-3
-3
30
Cl+Ex
1.00
15
1
Left
20
0
0
20
Cl+Ex
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
pm+pt
1
6
1
NA
6
pm+pt
5
2
5
NA
2
0.0
0.0
0.0
pm+pt
3
8
3
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
8
8
0.0
0.0
0.0
pm+pt
7
4
7
2
Thru
100
0
0
6
Cl+Ex
0.0
0.0
0.0
94
6
Cl+Ex
0.0
NA
4
4
814
No
Left
12
0
16
Yes
1.00
0.950
1770
0.073
136
719
No
Left
12
0
16
Yes
1.00
0.90
107
0
No
Right
1.00
9

Page 3

Lane Group
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
EBL
EBT
6.5
11.5
18.0
11.1%
13.0
4.0
1.0
0.0
5.0
Lead
18.5
28.0
39.0
24.1%
34.0
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
None
7.0
16.0
0
32.1
0.22
0.88
70.4
0.0
70.4
E
67.9
E
43.9
0.30
0.72
56.1
0.0
56.1
E

4/23/2012
EBR
0.0
0.0%
Area Type:
Other
Cycle Length: 162
Natural Cycle: 105
Splits and Phases:
3/20/2012 Baseline
0.0
4.0
WBL
WBT
6.5
11.5
25.0
15.4%
20.0
4.0
1.0
0.0
5.0
Lead
18.5
23.5
46.0
28.4%
41.0
4.0
1.0
0.0
5.0
Lag
3.0
None
3.0
None
5.0
11.0
0
38.6
0.26
0.83
60.6
0.0
60.6
E
61.1
E
55.5
0.38
0.82
62.9
0.0
62.9
E
WBR
0.0
0.0%
0.0
4.0
NBL
NBT
6.5
11.5
11.6
7.2%
6.6
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.4
53.3%
81.4
4.0
1.0
0.0
5.0
Lag
2.5
None
3.5
Min
7.0
20.0
0
71.2
0.49
0.91
50.8
0.0
50.8
D
48.1
D
76.1
0.52
0.46
23.7
0.0
23.7
C
NBR
0.0
0.0%
0.0
4.0
SBL
SBT
6.5
11.5
11.6
7.2%
6.6
4.0
1.0
0.0
5.0
Lead
18.5
32.0
86.4
53.3%
81.4
4.0
1.0
0.0
5.0
Lag
3.0
None
3.5
Min
7.0
20.0
0
67.9
0.47
0.85
44.5
0.0
44.5
D
43.0
D
74.7
0.51
0.42
24.7
0.0
24.7
C
SBR
0.0
0.0%
0.0
4.0
Intersection LOS: E

Page 4
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
144
0.72
56.1
0.0
56.1
101
#194
150
218
0
0
0
0.66
EBT
674
0.88
70.4
0.0
70.4
358
#488
5233
837
0
0
0
0.81

4/23/2012
WBL
224
0.82
62.9
0.0
62.9
172
#325
140
299
0
0
0
0.75
WBT
773
0.83
60.6
0.0
60.6
396
#500
884
1016
0
0
0
0.76
NBL
90
0.46
23.7
0.0
23.7
41
71
160
194
0
0
0
0.46
NBT
814
0.91
50.8
0.0
50.8
756
#1037
2050
1047
0
0
0
0.78
SBL
62
0.42
24.7
0.0
24.7
28
52
285
146
0
0
0
0.42
SBT
719
0.85
44.5
0.0
44.5
615
797
2547
1049
0
0
0
0.69
3/20/2012 Baseline

Page 5

Gainesville NW 8th Ave. Traffic Study

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Gainesville NW 8th Ave. Traffic Study

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-FHJTMBUJWF*%"

City of Gainesville Public Works Department

Comprehensive Engineering Services, Inc.

Corridor Operational Assessment NW 8th Avenue from

Corridor Operational Assessment

2. Existing and Proposed Conditions

4. Operational and Queue Analyses

Appendix A: Turning Movement Count Information

FIGURES AND TABLES

Table 1: Local Signalized Intersections

Corridor Operational Assessment

PURPOSE AND SCOPE:

Corridor Operational Assessment

EXISTING AND PROPOSED CONDITIONS:

TYPCIAL SECTIONS AND SPEED LIMITS

EXISTING TRAFFIC CONTROL

Corridor Operational Assessment

FIGURE 1: PROJECT LOCATION MAP

Corridor Operational Assessment

PROPOSED TRAFFIC CONTROL

Corridor Operational Assessment

FIGURE 2: VICINITY MAP

Corridor Operational Assessment

TABLE 3: NW 8th Avenue at NW 31st Drive Analysis Hour TMCs

Corridor Operational Assessment

OPERATIONAL AND QUEUE ANALYSES:

Corridor Operational Assessment

EXISTING CONDITIONS: OPERATIONAL & QUEUE ESTIMATES

*Queue may be longer as associated volume exceeds capacity

Corridor Operational Assessment

ALTERNATIVE A: OPERATIONAL, QUEUE & MERGE ESTIMATES

As shown above, no notable operational changes are anticipated at the signalized

Corridor Operational Assessment

TABLE 7: Estimated Queue Lengths with Alternative A Geometry

*Queue may be longer as associated volume exceeds capacity

Corridor Operational Assessment

ALTERNATIVE B: OPERATIONAL, QUEUE & STORAGE ESTIMATES

Corridor Operational Assessment

TABLE 9: Estimated Queue Lengths with Alternative B Geometry

*Queue may be longer as associated volume exceeds capacity

Corridor Operational Assessment

TABLE 10: NW 8th Avenue at NW 31st Drive Operational Impacts

NW 31 Drive Side Street Approach

NW 8 Avenue Eastbound Left Turns

Corridor Operational Assessment

ALL TRAFFIC GROUPS

Start Time: 7:00 AM

Start Date: 09/27/2011

Study Name: NW 8th Ave @ 34th St

Study Name: NW 8th Ave @ 34th St

Study Name: NW 8th Ave @ 34th St

Study Name: NW 8th Ave @ 31st Dr

ALL TRAFFIC GROUPS

Study Name: NW 8th Ave @ 31st Dr

Study Name: NW 8th Ave @ 31st Dr

Station : 4550 - NW 8th Ave @ 34th St ( Standard File )

Station : 4550 - NW 8th Ave @ 34th St ( Standard File )

Station : 4550 - NW 8th Ave @ 34th St ( Standard File )

Lanes, Volumes, Timings

AM PEAK - EXISTING CONDITIONS

ICU Level of Service A

Synchro 8 Light Report

HCM Unsignalized Intersection Capacity Analysis

AM PEAK - EXISTING CONDITIONS

-FHJTMBUJWF*%"