HomeMy WebLinkAbout20121352.tiff •
WINDSOR TRANSLOADING STATION
TRAFFIC IMPACT ANALYSIS
Prepared for
JR Engineering
7200 S. Alton Way, C100
Centennial, Colorado 80112
Prepared by:
• Felsburg Holt & Ullevig
6300 South Syracuse Way, Suite 600
Centennial, CO 80111
(303) 721-1440
Project Manager: Jeff Ream, P.E. PTOE
FHU Reference No. 11-190-01
April 2012
•
2012-1352
Windsor Transloading Station Traffic Impact Analysis
•
TABLE OF CONTENTS
Page
I. INTRODUCTION 1
II. EXISTING CONDITIONS 4
A. Surrounding Land Use 4
B. Roadway Network 4
C. Existing Traffic Volumes and Traffic Operations 4
III. PROJECT TRAFFIC 7
A. Site Trip Generation 7
B. Trip Distribution and Traffic Assignment 8
IV. SHORT TERM FUTURE TRAFFIC CONDITIONS 12
A. 2015 Background Traffic Conditions 12
B. 2015 Future Conditions with Project 12
A. 2035 Background Traffic Conditions 15
B. 2035 Future Conditions with Project 15
APPENDIX A TRAFFIC COUNTS
APPENDIX B LEVEL OF SERVICE WORKSHEETS
•
• /. FELSBURG
(4HOLT &
U LLEVIG
Windsor Transloading Station Traffic Impact Analysis
•
LIST OF FIGURES
Page
Figure 1. Vicinity Map 2
Figure 2. Site Plan 3
Figure 3. Existing Traffic Volumes, Lane Geometry and Levels of Service 6
Figure 4. Trip Distribution and Phase 1 Trip Assignment 10
Figure 5. Phase 2 Trip Assignment 11
Figure 6. 2015 Background Traffic Conditions 13
Figure 7. 2015 Traffic Conditions with the Project 14
Figure 8. 2035 Background Traffic Conditions 17
Figure 9. 2035 Traffic Conditions with the Project 18
LIST OF TABLES
Table 1. Hourly Trip Generation 8
•
• JJ FELSBURG
(\ HOLT 6.1.
ULLEVIG
Windsor Transloading Station Traffic Impact Analysis
•
I. INTRODUCTION
Musket Corporation is proposing to develop a portion of the existing Eastman Kodak industrial
site into a crude oil transloading facility, wherein trucks transfer crude oil from wells in northeast
Colorado to rail cars for shipment outside of Colorado.
The project will develop in two phases. During Phase1 approximately 14 crude oil truck
deliveries would be made to the site each day, with trucks leaving the well sites in eastern
Colorado at first light and arriving at the facility several hours. Although the site would be a 24
hour, 7 day a week operation, the majority of the truck deliveries arrive in the morning, and taper
off throughout the day. Typically, three employees would work at the site, in addition to the
truck drivers. In Phase 2, up to 94 crude oil trucks would deliver to the site on a daily basis and
the on-site staffing would increase to eight employees, working in two shifts of four employees
each. Figure 1 shows the roadway network surrounding the project site and Figure 2 shows
the proposed site layout, including the truck routing within the site. Access to the site from the
surrounding road system would be provided via Litho Plate Drive, which intersects Eastman
Park drive on the east side of the Eastman Kodak site.
The purpose of this study is to assess the traffic impacts on the adjacent roadways associated
with the development of this particular parcel. This study is similar to previous studies
conducted for the Great Western Industrial Park in that it focuses on the near-term roadway
needs driven by the development of this parcel (2015), and confirms the roadway needs in the
long term (2035) with both this site and the remainder of the Great Western development.
•
• OP FELSBURG
(4 HOL
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ULLEVIG Pagel
•
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Figure 2
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Site Plan
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Windsor Transloading Station Traffic Impact Analysis
•
II. EXISTING CONDITIONS
A. Surrounding Land Use
The area around the project site includes the Great Western Mixed Use development site to the
west, the Eastman Kodak plant to the north, the Great Western Industrial Park site to the east,
and agricultural and undeveloped land to the south. The other primary development in the
vicinity is the Water Valley golf course community on the west side of SH 257 opposite the
Great Western Mixed Use development site.
B. Roadway Network
The existing roadway system in the vicinity of the site includes the following primary facilities:
• SH 257. In the vicinity of the site, this north-south principal arterial consists of a two-lane
cross section with auxiliary turn lanes at key intersections. The posted speed limit is 65
miles per hour (mph) in the vicinity of the site, and 45 mph further north through the town
of Windsor.
• Eastman Park Drive. This east-west minor arterial facility has a two-lane cross section
with auxiliary turn lanes at key intersections. Eastman Park Drive has a posted speed
limit of 45 mph in the vicinity of Litho Plate Drive.
• C. Existing Traffic Volumes and Traffic Operations
Traffic Volumes
Existing traffic volumes in the vicinity of the site are presented in Figure 3. These volumes are
based on AM and PM peak hour turning movement counts and 24-hour daily volume counts
conducted in January 2012.
The existing traffic counts are located in Appendix A.
Traffic Operations
Traffic operations within the study area were evaluated according to techniques documented in
the Highway Capacity Manual, (Transportation Research Board, 2000) (HCM-2000). Level of
service (LOS) is a qualitative measure of traffic operational conditions, based on roadway
capacity and vehicle delay. Levels of service are described by a letter designation ranging from
LOS A to LOS F; with LOS A representing the best possible conditions and LOS F representing
congested conditions. For signalized intersections, level of service is calculated for the entire
intersection; for unsignalized intersections, levels of service are calculated for movements which
must yield right-of-way to other traffic movements.
• . FELSBURG
(4HOLT &
ULLEVIG Page4
Windsor Transloading Station Traffic Impact Analysis
•
Figure 3 shows the results of the existing condition analysis, including existing traffic control
and current intersection geometry. As the figure indicates, The SH 257/Eastman Park Drive
intersection operates at LOS B during both peak periods, while the street movements at the
Eastman Park/Litho Plate Drive intersection operate at LOS A during both peak periods.
Levels of service analyses worksheets are presented in Appendix B.
•
• IP FELSBURG
■ d HOLT &
ULLEVIG Pages
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•
LEGEND
XXX(XXX) = AM(PM)Peak Hour Traffic Volumes
XXXX = Daily Traffic Volumes
X/X = AM/PM Peak Hour Signalized
Intersection Level of Service
xis = AM/PM Peak Hour Unsignalized
Intersection Level of Service
.J- = Stop Sign
= Traffic Signal
Figure 3
seem; Existing Traffic Conditions
MILT ILL$t'tt.. s 'X.ra i ' _a\ :• F NORTH
•
Windsor Transloading Station Traffic Impact Analysis
•
III. PROJECT TRAFFIC
A. Site Trip Generation
Typically, Trip Generation (Institute of Transportation Engineers, Eighth Edition, 2008) is used to
generate traffic forecasts for a facility. However, the use proposed for the site is unique and
does not easily fit into any of the land use categories documented in that manual, so a trip
profile for the site was generated based on operational information provided by Musket
corporation.
As noted previously, during Phase1 approximately 14 crude oil truck deliveries would be made
to the site each day, with trucks leaving the well sites in eastern Colorado at first light and
arriving at the facility several hours later. Because of this daily trip pattern, although the site
would be a 24-hour, seven day a week operation, the majority of the truck deliveries arrive in the
morning on weekdays, and taper off throughout the day. Typically, three employees would work
at the site during Phase 1, in addition to the truck drivers. In Phase 2, up to 94 crude oil trucks
would deliver to the site on a daily basis, and the on-site staffing would increase to eight
employees, working in two shifts.
From this information, hourly trip forecasts were developed for each phase, which is presented
in Table 1. As shown, Phase 1 is anticipated to generate approximately 38 daily trips, six trips
during the morning peak hour and three trips during the afternoon peak hour, while Phase 2
would generate approximately 212 daily trips, 35 morning peak hour trips and 10 afternoon peak
• hour trips.
• / FELSBURG
■ d HOLT &
ULLEVIG Pagel
Windsor Transloading Station Traffic Impact Analysis
•
Table 1. Hourly Trip Generation
Phase 1 Phase 2
Vehicles' Trucks Vehicles' Trucks-2
Time In Out In Out Total In Out In Out Total
6:00 AM 0 0
7:00 AM 3 3 6 4 20 24
8:00 AM 3 3 6 15 20 35
9:00 AM 2 3 5 15 15 30
10:00 AM 2 2 4 10 15 25
11:00 AM 1 2 3 10 10 20
12:00 PM 2 2 1 1 6 2 2 10 10 24
1:00 PM 1 1 2 5 10 15
2:00 PM 1 1 2 5 5 10
3:00 PM 1 1 2 5 7
4:00 PM 0 1 2 3
5:00 PM 3 3 4 4 1 1 10
6:00 PM 0 1 1
7:00 PM 0 0
8:00 PM 0 0
9:00 PM 0 2 2 4
10:00 PM 0 0
11:00 PM 0 0
12:00 AM 0 0
• 1:00 AM 0 0
2:00 AM 0 4 4
3:00 AM 0 0
4:00 AM 0 0
5:00 AM 0 0
Total 5 5 14 14 38 12 12 94 94 212
1. Employee trips
2. Crude oil trips
B. Trip Distribution and Traffic Assignment
The site trip distribution assumptions shown in Figure 4 were developed based on anticipated
employee travel patterns, the location of the oil well sites in relation to the facility, and the
anticipated travel patterns of the crude oil trucks. Trips were distributed as follows:
Trucks
• 80 percent to the north
• 20 percent to the south
• . FELSBURG
(I HOLT &
ULLEVIG Page
Windsor Transloading Station Traffic Impact Analysis
•
Employees
• 30 percent to the north
• 30 percent to the west
• 40 percent to the south
Based on discussions with Musket Corporation, since the trucks will be carrying oil from wells
located the northeast and southeast of the site, they will used the designated hazardous
materials (haz mat) hauling routes in the area, which are SH 14 (for east-west travel north of the
site), US 34 (for east-west travel south of the site) and SH 257 (for north south travel to the site).
This travel routing is reflected in the trip assignment for Phase 1 (Figure 4) and Phase 2
(Figure 5).
•
• pm FELSBURG
CdHOLT &
ULLEVIG Page9
al
30
80%130%
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• N
LEGEND
XXX(XXX) = AM/PM Peak Hour Traffic Volumes
XXXX = Truck Trips
XX%/XX% = Truck/Employee Distribution Percentages
i
Figure 4
Trip Distribution and
pirn 5at�u, Phase 1 Trip Assignment
nix. a NORTH 1
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O N
v O
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PROJECT
SITEFir
iu
N
• N
LEGEND
XXX(XXX) = AM(PM)Peak Hour Traffic Volumes
XXXX = Daily Traffic Volumes
rrv�
Figure 5
rELsbuacz Phase 2 Trip Assignment
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NORTH -
%{xv$rwspatl9n4y3Y1ggYI1Q+1) .. _ ,. ...._. . .. .. a
•
Windsor Transloading Station Traffic Impact Analysis
•
IV. SHORT TERM FUTURE TRAFFIC CONDITIONS
A. 2015 Background Traffic Conditions
Background traffic volumes represent the component of roadway volumes unrelated to the
proposed development that are projected to utilize the adjacent roadway system. Background
traffic volumes for the area were determined based on the Colorado Department of
Transportation's (CDOT's) future traffic growth projections for SH 257. Based on CDOT
information, traffic on the roadways in the vicinity of the project is anticipated to grow at a rate of
3.7 percent per year.
The short term background traffic volumes and levels of service for 2015 are presented in
Figure 6. As the figure indicates, the SH 257/Eastman Park Drive intersection would continue
to operate at LOS B during both peak periods, and all movements at the Eastman Park/Litho
Plate Drive intersection would continue to operate at LOS A during both peak periods.
B. 2015 Future Conditions with Project
The site generated trips from Figure 4 were added to the 2015 background traffic volumes from
Figure 6 in order to obtain 2015 total traffic conditions. Figure 7 shows the traffic volumes, lane
geometry and levels of service with the project. As indicated, both intersections would continue
to operate at the same levels of service with the project as they would without the project. This
is to be expected given the low truck and vehicle traffic volumes associated with Phase 1.
• The traffic analysis worksheets are included in Appendix B. Note that the analysis reflects the
CDOT Access Code suggestion that all truck traffic volumes be multiplied by three to produce
passenger car equivalents.
• . FELSBURU
/� H O I.T &
l ULLEVIG Page 12
II
al
N 0
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55 45 `�1�' Eastman Park Dr. 105(115)-. -1 r-
85 70 5(5 *al
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NNm
OO CP
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o
• LEGEND
XXX(XXX) = AM(PM)Peak Hour Traffic Volumes
XXXX = Daily Traffic Volumes
* = Less than 5 Vehicles Per Hour
X/X = AM/PM Peak Hour Signalized
Intersection Level of Service
x/x = AM/PM Peak Hour Unsignalized
Intersection Level of Service
a J- = Stop Sign
Traffic Signal
Figure 6
rr snuu; 2015 Background Traffic Conditions
HOLT 5
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• LEGEND
XXX(XXX) = AM(PM)Peak Hour Traffic Volumes
XXXX = Daily Traffic Volumes
* = Less than 5 Vehicles Per Hour
X/X = AM/PM Peak Hour Signalized
Intersection Level of Service
x/z = AM/PM Peak Hour Unsignalized
Intersection Level of Service
i = Stop Sign
= Traffic Signal
Figure 7
FELSBURII 2015 Traffic Conditions with Project
HOLT ,t
•
Windsor Transloading Station Traffic Impact Analysis
V. LONG TERM FUTURE TRAFFIC CONDITIONS
A. 2035 Background Traffic Conditions
Three key additional roadway improvements were assumed to be completed by 2035; SH 257
was assumed to be improved to a four lane major arterial, Eastman Park was assumed to be
widened to a four lane minor arterial east of SH 257, and Crossroads Boulevard was assumed
to be widened to a four lane major arterial from east of the site to 1-25. The SH 257 and
Crossroads improvements have been identified in the Town of Windsor's Comprehensive Plan,
while the Eastman Park improvement was identified in the Great Western Mixed Use
Development Master Plan.
The long term background traffic conditions for the year 2035 are presented on Figure 8.
These conditions are based on CDOT's future traffic growth projections for SH 257 and include
the traffic from both the Great Western mixed use development and the Great Western
Industrial Park development (through the Phase 4 Annexation, for which FHU completed a
traffic study in 2008).
As the figure indicates, the SH 257/Eastman Park Drive intersection would operate at LOS C
during the morning peak hour and LOS D during the afternoon peak hour, while the outbound
turn movements at the Eastman Park/Litho Plate Drive intersection would operate at LOS B
during both peak hours.
• B. 2035 Future Conditions with Project
The long term traffic conditions with the project are presented on Figure 9. As the figure
indicates, the SH 257/Eastman Park Drive intersection would continue to operate at LOS C
during the morning peak hour and LOS D during the afternoon peak hour, while the additional
truck traffic from the site at the Eastman Park/Litho Plate Drive intersection results in the
outbound left turn movements operating at LOS C during the morning and afternoon peak
hours. These still represent acceptable traffic operations, however, so no improvements are
recommended at that location. Furthermore, the projected volumes of left turning and right
turning traffic into and out of the site at the Litho Plate Drive are all below the minimum traffic
volume levels that would trigger the installation of turn lanes, based on the requirements
outlined in the Colorado State Highway Access Code for Access Categories NR-B and NR-C,
Non-Rural Arterials. During the preliminary review of the traffic analysis, however, the Town of
Windsor indicated that they will require the installation of auxiliary lanes at the intersection if it is
being used for truck traffic. Therefore, Table 2 shows the recommended auxiliary lanes and
geometry for the intersection, based on a 45 mph design speed and CDOT Access Code
guidance.
Table 2. Auxiliary Lane Geometry
Lane Length
Eastbound Right Turn 460 feet(including taper)
Westbound Left Turn 460 feet(including taper)
A taper ratio of 13.5:1 is recommended for a 45 mph roadway.• . FELSBURG
(4HOLT &
ULLEVIG Page 15
Windsor Transloading Station Traffic Impact Analysis
•
The traffic analysis worksheets are included in Appendix B. As with the Phasel analysis, the
buildout analysis reflects the CDOT Access Code suggestion that all truck traffic volumes be
multiplied by three to produce passenger car equivalents.
•
• pi FELSBURG
C4HOLT &
ULLEVIG Page16
•
N
Ora
0
CO VIN 0
ANN
N�No -265 0 50033 .395 685)
.)lip (-105350) 6900 j-5(5)1
115(65) og�' Eastman Park Dr 610(4(60)--. )r-•
645(16803 N(!t 1 tO Z * \\1
395 210 Z NNN
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• LEGEND
xxxlxxx) = AM(PM)Peak Hour Traffic Volumes
XXXX = Daily Traffic Volumes
* = Less than 5 Vehicles Per Hour
X/X = AM/PM Peak Hour Signalized
Intersection Level of Service
xlx = AM/PM Peak Hour Unsignalized
Intersection Level of Service
�- = Stop Sign
= Traffic Signal
n'"
Figure 8
2035 Background Traffic Conditions
s '
,.s NORTH '4
VanclorTsambidlmilialailK11-190.1/111/4
•
•
N
pp� Q
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jL, (-109(352) C5(5)7100
115(65 '11 f' Eastman Park Dr. 610(4601—. ti
645(5813 Nm 25(16)-1 ivol
�
395(210)-1 �mm
NN CD 0 a
VAV
00 C/D
r-
0
N e
V
• LEGEND
XXX(XXX) = AM(PM)Peak Hour Traffic Volumes
XXXX = Daily Traffic Volumes
* = Less than 5 Vehicles Per Hour
X/X = AM/PM Peak Hour Signalized
Intersection Level of Service
./z = AM/PM Peak Hour Unsignalized
Intersection Level of Service
�- = Stop Sign
= Traffic Signal
Figure 9
PAIr,aI 2035 Traffic Conditions with Project
riut'Lr
, i.re.\u. NORTH
•
Windsor Transloading Station Traffic Impact Analysis
• VII. SUMMARY AND RECOMMENDATIONS
Musket Corporation is proposing to develop a portion of the existing Eastman Kodak industrial
site into a Transloading facility wherein trucks transfer crude oil from wells in northeast Colorado
to rail cars for shipment outside of Colorado.
The project will develop in two phases. During Phase1 approximately 14 crude oil truck
deliveries would be made to the site each day, with trucks leaving the well sites in eastern
Colorado at first light and arriving at the facility several hours. Although the site would be a 24
hour, 7 day a week operation, the majority of the truck deliveries arrive in the morning, and taper
off throughout the day. Typically, three employees would work at the site, in addition to the
truck drivers. In Phase 2, up to 94 crude oil trucks would deliver to the site on a daily basis, and
the on-site staffing would increase to eight employees, working in two shifts of four employees
each.
Phase 1 of the project is anticipated to generate approximately 38 daily trips, six trips during the
morning peak hour and three trips during the afternoon peak hour, while Phase 2 would
generate approximately 212 daily trips, 35 morning peak hour trips and 10 afternoon peak hour
trips.
Because the facility has very few on-site employees, and generates relatively few truck trips in
Phase 1 and a moderate volume of truck traffic in Phase 2, it has minimal impacts to the
surrounding road system. With Phase 1, the peak hour levels of service at the two key
intersections affected by the project (SH 257/Eastman Park and Eastman Park/Litho Plate
• Drive) remain the same with the project as they do without it. With Phase 2, the SH
257/Eastman Park intersection continues to operate at the same levels of service either with or
without the project, while the additional truck traffic from the site at the Eastman Park/Litho Plate
Drive intersection results in the outbound left turn movements operating at LOS C during the
during both the morning and afternoon peak hours. These still represent acceptable traffic
operations, however. Furthermore, the projected volumes of left turning and right turning traffic
into and out of the site at the Litho Plate Drive are all below the minimum traffic volume levels
that would trigger the installation of turn lanes, based on the requirements outlined in the
Colorado State Highway Access Code for Access Categories NR-B and NR-C, Non-Rural
Arterials. During the preliminary review of the traffic analysis, however, the Town of Windsor has
indicated that they will require the installation of auxiliary lanes at the intersection if it is being
used for truck traffic. Thus, based on Access Code design guidelines, a 460-foot (including
taper) eastbound right turn lane and a 460-foot (including taper) westbound left turn lane would
be required at the intersection.
• OP FELSBURG
HOLT &
ULLEVIG Page19
Windsor Transloading Station Traffic Impact Analysis
• APPENDIX A TRAFFIC COUNTS
•
• P FELSBU RC]� HOLT &
U L L E V I G Appendix A
All Traffic Data Services, Inc Page 1
9660 W 44th Ave
Wheat Ridge,CO 80033 ram)
www.al Itrafficdata.net
• Site Code:3
Station ID:3
EAST MAN PARK DR W/O LITHO PLATE DR
Start 03-Jan-12
Time Tue EB WB Total
12:00 AM 6 2 8
01:00 6 4 10
02:00 4 3 7
03:00 4 5 9
04:00 19 12 31
05:00 75 41 116
06:00 113 136 249
07:00 93 96 189
08:00 87 80 167
09:00 93 80 173
10:00 86 86 172
11:00 70 90 160
12:00 PM 106 87 193
01:00 140 70 210
02:00 101 159 260
03:00 98 115 213
04:00 101 105 206
05:00 90 108 198
06:00 54 50 104
07:00 24 26 50
08:00 29 19 48
• 09:00 80 21 101
10:00 10 68 78
11:00 21 9 30
Total 1510 1472 --- 2982
Percent 50.6% 49.4%
AM Peak --__. 06:00_ . .- .06:00 - ___.. ... __.. -. -- ._. - 06:00
Vol. 113 136 249
PM Peak 13:00 14:00 14:00
Vol. 140 159 260
Grand Total 1510 1472 - -- ----_--- 2982
Percent 50.6% 49.4%
ADT ADT 2,982 MDT 2,982
•
All Traffic Data
• File Name : #1 SH257&EASTMANPARKAM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 1
Groups Printed-Class 1
SH 257-CR 19 EAST MAN PARK DR SH 257-CR 19 EAST MAN PARK DR
Southbound Westbound Northbound Eastbound
Start Time Rght I Thru l Left Other I App TOW Rght Thru Left Other App Total -Rght I Thru Left Other LApp Tm. Rght Thru I Left Fother 1 App.Total Int.Total
07:00 AM 8 49 6 0 63 8 15 14 1 38 17 35 20 0 72 39 17 14 0 70 243
07:15 AM I 9 44 9 0 62 3 7 11 0 21 35 34 31 0 100 1 49 16 12 1 78 261
07:30 AM 1 4 62 9 0 75 6 12 6 0 24 13 49 22 0 84 1 70 26 12 0 108 291
07:45 AM 7 62 8 0 77 2 7 17 0 26 42 50 29 0 121 54 17 11 0 82 306
Total , 28 217 32 0 277 19 41 48 1 109 107 168 102 0 377 212 76 49 1 338 1101
08:00 AM 3 37 8 0 48 I 5 14 11 0 30 17 51 14 0 82 32 20 12 1 65 225
08:15 AM 6 39 7 0 52 1 4 7 6 0 17 23 36 18 0 77 30 17 7 0 54 200
08:30 AM I 6 32 9 0 47 ' 3 5 11 0 19 21 25 10 0 56 33 11 6 0 50 172
08:45 AM 8 30 6 0 44 5 9 15 0 29 19 33 20 0 72 32 18 7 0 57 202
Total 23 138 30 0 191 17 35 43 0 95 80 145 62 0 287 ; 127 66 32 1 226 799
Grand Total 51 355 62 0 468 36 76 91 1 204 187 313 164 0 664 339 142 81 2 564 1900
Apprch% ' 10.9 75.9 13.2 0 17.6 37.3 44.6 0.5 28.2 47.1 24"7 0 60.1 25.2 14.4 0.4
Total% ' 2.7 18.7 3.3 0 24.6 1.9 4 4.8 0.1 10.7 9.8 16,5 8.6 0 34.9 17.8 7.5 4.3 0.1 29.7
SH257- 19
Out
In Total
4301 I 4881 '
1 8981
• 1_._.57'.__355L 621 f 0] I
Rght Thru Left Other
• •
•
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< — n r 1/3/2012 08:45 AM r —
Class 1
wOrv, eW O u az
H
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H
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Z 1-
Left Thru Rght Other
• L_18T4t_3131• 18711J
17851 1 6841 l 14491 I
0111 In Total 1,
SH 257-CR 19
•
All Traffic Data
• File Name : #1 SH257&EASTMANPARKAM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 2
SH 257-CR 19 EAST MAN PARK DR SH 257-CR 19 EAST MAN PARK DR
Southbound Westbound Northbound Eastbound
I Start Time Rgh Thu Left Other Pop.Total Rgh ThU Left Other�'I App.Total Rgh Thu Left Other App.TTotalI;I Rgh Thu Left Other I App.To* Int_Total !
Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 8 49 6 0 63 8 15 14 1 38 17 35 20 0 72 39 17 14 0 70 243
07115 AM 9 44 9 0 62 3 7 11 0 21 35 34 31 0 100• 49 16 12 1 78 261
07:30 AM I 4 62 9 0 75 I 6 12 6 0 24 13 49 22 0 84 70 26 12 0 108 291
07:45 AM 7 62 8 0 19 41 48 1 109 107 168 102 0 377 212 76 49 2 7 17 0 26 42 _ 50 29 0 121 54 17 11 0 82 306
Total volume 1 28 217 32 0 277 __---- 1--
�. 1 338 1101
%App.Total 10.1 78.3 11.6 0 17.4 37.6 44 0.9 28.4 44.6 27.1 0 62.7 22.5 14.5 0.3
PHF .778 .875 .889 .000 .899 .594 .683 .706 .250 .717 I .637 .840 .823 .000 .779!:757 .731 .875 .250 .782 .900
SH257-CR19
Out In Total
2361 l 277] ,_ 5131
1
I � 28] 217]__ 3211 Oj
Rght Thm Left Other
1 4
• Peak Hour Data
P p-
-
—S — N 1r
m
m 2Class
"f 2
H „h< IIES
acm
Z
Peak Hour Begins a107:00 A -0
� 1 C lass 7 mh -
12
— —
O J
•
•
•
4 T
Left Thm Rght Other
1 102 168, 1071 0i
1. 4771 1 3771 8541
Out In Total
• SH257-CR19
•
All Traffic Data
wins•in mg imS101"1°
File Name : #1 SH257&EASTMANPARKPM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 1
Groups Printed-Class 1
SH 257-CR 19 • EASTMAN PARKDR SH 257 CR 19 EAST MAN PARK DR
Southbound Westbound Northbound Eastbound
Start Time Rght I Thru I Left Other I App Total Rght Thru • Left Other App Total Rght Thru Left Other I Ata.Total Rght Thru F Left Other APP Teal lot.Total
04:00 PM 13 52 7 0 72 11 26 19 0 56 9 51 33 0 93 37 14 11 0 62 283
04:15 PM 7 36 4 0 47 11 20 23 0 54 17 61 58 1 137 35 14 9 0 58 296
04:30 PM ' 21 44 11 0 76 11 21 22 0 54 12 60 49 0 121 . 33 11 11 0 55 306
04:45 PM 13 50 6 0 69 9 16 23 0 48 15 62 55 0 132 37 12 7 0 56 305
_1._..
Total 54 182 28 0 264 '. 42 83 87 0 212 53 234 195 1 483 : 142 51 38 0 231 1190
05:00 PM 15 74 11 0 100 I 17 31 29 0 77 17 59 43 0 1191 22 15 14 0 51 347
05:15 PM 14 49 9 0 72 I 8 28 24 1 61 21 71 63 0 155 1 36 23 12 0 71 359
05:30 PM 9 56 6 0 71 I 14 27 15 1 57 7 73 64 0 144 34 12 9 0 55 327
05:45 PM I 15 47 6 0 68 10 19 10 0 39 5 49 43 0 97 35 7 8 0 50 254
Total I 53 226 32 0 311 49 105 78 2 234 50 252 213 0 515 127 57 43 0 227 1287
Grand Total j 107 408 60 0 575 91 188 165 2 446 103 486 408 1 998 I 269 108 81 0 458 2477
Apprch% 1 18.6 71 10.4 0 120.4 42.2 37 0.4 10.3 48.7 40.9 0.1 I 58.7 23.6 17.7 0
Total% 4.3 16.5 2.4 0 23.2 3.7 7.6 6.7 0.1 18 4.2 19.6 16.5 0 40.3 I 10.9 4.4 3.3 0 18.5
5H257-CH 19
Out In Total
L 681 I 575f 12331
107! 4081 601
0
Rght Thru Left Other
1 'Lk
•
3e mm 1 a
p b3=D
North a
tt r 0 2 I
1/3/201204:00 PM1, rot, —aJ5Z
L
N� 1/3/2012 05:45 PM _� _ -
a 1 as
o'. -- -
Class 1
0
Qr. o a 0. •
.. —z
R
•
•
FD
Left Thru Rght Other
L 408_. 486 103
8421 1 9971 18391
Out In Total
SH 257-CR19
•
All Traffic Data
mann—
File Name : #1 SH257&EASTMANPARKPM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 2
• Southbound I EAST MAN PARK DR SH 257-CR 19 I EAST MAN PARK DR
Left Other Eastbound
Start Time Rgh Thr Rgh ThWestb and Rgh ThNorthbound 11 Rgh Thr
H 257- R19 'I
Lett Other App row t ❑ App.Total t U Left Other App Tots t u Left Other I App.Total int.Total
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM I 13 50 6 0 69 I 9 16 23 0 48 15 62 55 0 132 I 37 12 7 0 56 305
05:00 PM I 15 74 11 0 100 17 31 29 0 77 17 59 43 0 119 I 22 15 14 0 51 347
05:15 PM 14 49 9 0 72 I 8 28 24 1 61 21 71 63 0 155 I 36 23 12 0 71 359
05:30 PM I 9 56 6 0 71 14 27 15 1 57 7 73 64 0 144 34 12 9 0 55 327
Total Volume ) 51 229 32 0 312 . 48 102 91 2 243 60 265 225 0 550 129 62 42 0 233 1338
%App.Total ' 16.3 73.4 10.3 0 19.8 42 37.4 0.8 10.9 48.2 40.9 0 55.4 26.6 18 0
PHF .850 .774 .727 .000 .780 .706 .823 .784 .500 .789: .714 .908 .879 .000 .887 .872 .674 .750 .000 .820 .932
5H 257-CR 19
Out In Total
r asst r 3121 6671
•
•
I51 229 I 321
Rght Thor Lett Other
1 4
• Peak Hour Data
c/Fb JOI.- m
0y — '� North T ^—
tt ac _./ 4 - 2O1 D
N,
z— ry y Peak Hour Begins at 04:45 PM --� , ;5 z
Q -0
' Class 1 I ra
Ho
07 co
W A NI ()t_
Lo
•
•
Ii
Left Thra Rght Other
1 225 265 .601 0-1
�... 449t I 5501 9991
Out In Total
SH257-CR19
•
All Traffic Data
0 File Name : #2 LITHOPLATE&EASTMANPARKAM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 1
Groups Printed-Class 1
LITHO PLATE DR EAST MAN PARK DR LITHO PLATE DR i EAST MAN PARK DR
Southbound Westbound Northbound i Eastbound
Start
OTime Rght I Thru0 u I Left Other I App Too Rght Thru u I Left.Other .^pp 19 Rght LThruu` Left ' Other App TOT Rght • Th 5u Leff Oth r App Total 1 Int.Total I
007:15 AM 0 0 0 0 0 0 23 0 0 23 2 0 0 0 2 • 1 17 0 0 18 43
07:30 AM 0 0 0 0 0 I 0 23 2 0 25 1 0 0 0 1 1 32 0 0 33 59
07:45 AM 0 0 0 0 O i 0 29 1 0 30 0 0 0 0 0 2 22 0 0 24 54
Total 0 0 0 0 0 i 0 94 3 0 97 4 0 0 0 4 4 86 0 0 90 191
08:00 AM I 0 0 0 0 0 I 0 26 0 0 26 0 0 0 0 0 0 22 0 0 22 48
08:15 AM 0 0 0 0 0 ! 0 14 0 0 14 0 0 0 0 0 1 22 0 0 23 37
08:30 AM 0 0 0 0 0 0 13 0 0 13 1 0 0 0 1 I 0 17 0 0 17 31
08:45 AM 1 0 00 11._.._1__.24 0 0 25 0 0 0 0 0 0 15 0 0 15 41
Total ) 1 0 0 0 1 1 77 0 0 78 1 0 0 0 1 1 76 0 0 77 157
Grand Total 1 0 0 0 1 1 171 3 0 175 5 0 0 0 5 5 162 0 0 167 348
Apprch% 100 0 0 0 0.6 977 17 0 100 0 0 0 3 97 0 0
Total% 0.3 0 0 0 0.3 0.3 49.1 0.9 0 50.3 1.4 0 0 0 1.4 1.4 46.6 0 0 48
LI I HO PTA IL ON
Out In Total
; 1H 1] ' 2
I I 0l i dI 0
R9ht Thru Left Other •
4-: 1 L4 •
•
p a . 73
iron I J T T ,O
O —D
ILL North �J _ co
_
N 1/3/20120TAOAM '. - gz
a - m 1/3/2012 08':45 AM u D
•
sr 1 S u A
I-P - Class -
o_
-oL _ � p_. I( A
:58-� O Ito
•
I FD
Left Thor Rght Other
l 0 0: 51. 01
F Ti", r_--5'! --191
Out In Total
LITHO PLATE DR
•
All Traffic Data
-Is.tn'
File Name : #2 LITHOPLATE&EASTMANPARKAM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 2
• LITHO PLATE DR , EAST MAN PARK DR LITHO PLATE DR EAST MAN PARK DR
• Southbound Westbound Northbound Eastbound
Start Time Rgh Thr I Rgh Thr Rgh Thr Rgh Thr
t u Left Other App TaW t u Left other A"TA" t u Left'! Other App Totalt u Lek Other App Total Tot.Total
Peak Hour Analysis From 07:00 AM to 08:45 AM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0 0 0 0 0 0 23 0 0 23 2 0 0 0 2 1 17 0 0 18 43
07:30 AM 0 0 0 0 0 0 23 2 0 25 1 0 0 0 1 1 32 0 0 33 59
07:45 AM 0 0 0 0 0 0 29 1 0 30 0 0 0 0 0 2 22 0 0 24 54
08:00 AM 0 0 0 0 0 0 26 0 0 26 0 0 0 0 0 0 22 0 0 22 48
Total Volume 0 0 0 0 0 0 101 3 0 104 3 0 0 0 3 4 93 0 0 97 204
%App.Total 0 0 0 0 0 97.1 2.9 0 100 0 0 0 4.1 95.9 0 0
PHF .000 .000 .000 .000 .000 .000 .871 .375 .000 .867 .375 .000 .000 .000 .375 .500 .727 .000 .000 .735 .864
LII HO PLAlE DR
Out In Total •
OI !... I 01 0!
I - L
I o o! OH 01
Rght Thar Left Other
4
••
Peak Hour Data
=s a
po_ S 0
North
m
Si 2
z— -e_ Peak Hour Begins at 07,15 AM o5�
Class 1 yJ -- m
y =o _. c I --Class
— Dz
—
00
i oIy p pip
O o
•
1 T I /
Left Thar Rghl Other
_ 7I I. 3J 101
Out In Total
1 ITHO PI ATE DR
All Traffic Data
-.F:,:-aa 10110
• File Name : #2 LITHOPLATE&EASTMANPARKPM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 1
_ Groups Printed-Class 1
- - _ LITHO PLATE DR -- EAST MAN PARK DR LITHO PLATE DR EASTMAN PARK DR
Southbound Westbound Northbound Eastbound
Start TimeLeft Rght I Thru I Other I App.rota l. Rght Thru Left Other I App.Total Rght I Thru Left Other App.Total I Rght Thru T Left i Other App Toni Int Total
O4:00 PM 0 0 0 0 0 0 21 0 0 21 0 0 0 0 0 ., 0 31 0 0 31 52
04:15 PM 0 0 0 0 0 0 32 0 0 32 3 0 0 0 3 0 17 0 0 17 52
04:30 PM 0 0 0 0 0 0 31 1 0 32 2 0 0 0 2 0 21 0 0 21 55
04.45 PM 1 0 0 0 1 0 21 1 0 22 1 0 0 0 1 2 25 1 0 28 52
Total 1 0 0 0 1 0 105 2 0 107 6 0 0 0 6 2 94 1 0 97 211
05:00 PM 0 0 0 0 0 I 0 24 0 0 24 2 0 3 0 5 1 32 0 0 33 62
05:15 PM I 0 0 0 0 0 I 0 31 0 0 31 0 0 1 0 1 1 27 0 0 28 60
05:30 PM 0 0 0 0 0 I 0 25 0 0 25 1 0 0 0 1 0 12 0 0 12 38
05:45 PM 0 0 0 0 0 0 20 0 0 20 0 0 0 0 0 0 13 0 0 13 33
Total ) 0 0 0 0 0. 0 100 0 0 100 3 0 4 0 7 2 84 0 0 86 193
Grand Total I 1 0 0 0 1 0 205 2 0 207 9 0 4 0 13 4 178 1 0 183 404
Apprch% I 100 0 0 0 0 99 1 0 69.2 0 30.8 0 2.2 97.3 0.5 0
Total% 02 0 0 0 0.2 0 50.7 0.5 0 51.2 2.2 0 1 0 3.2 1 44.1 0.2 0 45.3
LI I HO PLA IE DR
Out In Total
I -. 11 1I1--_0r Q . .__p,
R9ht Thru Left Other
1 _
�h J ?-'s �O
o .D
NC North 1
m m2 __i / COm
aot F 2 $,.
z— — 1/3/201204:00 PM �ogz
0< -- r 1/3/2012 05:45 PM
P z ,
L y o. Class 1 rIA
WOE 'ow O . Isotst
, , -
O
~ Z r
Left Thor Rght Other
r- -4 O' _. 9I" i
r 61 I 13] 19]
Out In Total
LITHO PLATE DR
•
All Traffic Data
• File Name : #2 LITHOPLATE&EASTMANPARKPM
Site Code : 00000000
Start Date : 1/3/2012
Page No : 2
LITHO PLATE DR EAST MAN PARK DR LITHO PLATE DR EAST MAN PARK DR
_ Southbound _ Westbound Northbound Eastbound _
Start Time Rgh Thr Left Other App.Tote Rgh ThU I Left I Other I App.Total Rgh ThU Left Other App.Tam I Rgh Thr Left Other App Tote Int.Total
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 0 0 i 0 31 1 0 32 2 0 0 0 2 0 21 0 0 21 55
04:45 PMI 1 0 0 0 1 0 21 1 0 22 1 0 0 0 1 2 25 1 0 28 52
05:00 PM i 0 0 0 0 0 0 24 0 0 24 2 0 3 0 5 I 1 32 0 0 33 62
05:15 PM 0 0 0 0 _0; 0 31 0 0 31 0 0 1 0 1 1 27 0 0 28 60.
Total Volume 1 0 0 0 1 0 107 2 0 109 5 0 4 0 9 4 105 1 0 110 229
%App.Total 100 0 0 0 i 0 98.2 1.8 0 55.6 0 44.4 0 3.6 95.5 0.9 0
PHF .250 .000 .000 .000 .250 .000 .863 .500 .000 .852 .625 .000 .333 .000 .450 .500 .820 .250 .000 .833 .923
LII HO PLATE DR
Out In Total
11 I 1I 2t
•
Rght Thru Left Other
1 LI
• Peak Hour Data
SiN - * A ..
N _ _ .0- --°or �Om
�~ 0. 'S->
Y o North
H
o'', 2 1 4 2 0' K
o_ c", : r
z— F: Peak Hour Begins at 04:30 PM
G R- - z
D
- 7 cr; Class 1 ro _ 0
0
8 o6 0 • N5-
O R o
••
-
4
Left Thm Rght Other
p 4 0 sI OI
61 91 15]
Out In Total
I ITHO PLATE DR
Windsor Transloading Station Traffic Impact Analysis
•
APPENDIX B LEVEL OF SERVICE WORKSHEETS
•
• . FELSBURG
(4 HOLT &
ULLEVIG Appendix
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/9/2012
Movement EBL EBT EBR WBL WBT•' WBR NBL ' NBT NBR SBL SBT SBR
Lane Configurations li A vitri i t r i t P
Volume(vph) 49 76 212 48 41 19 102 168 107 32 217 28
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.89 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prof) 1770 1657 1770 1863 1583 1770 1863 1583 1770 1863 1583
Flt Permitted 0.73 1.00 0.38 1.00 1.00 0.40 1.00 1.00 0.64 1.00 1.00
Satd.Flow(perm) 1356 1657 704 1863 1583 754 1863 1583 1196 1863 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 53 83 230 52 45 21 111 183 116 35 236 30
RTOR Reduction(vph) 0 124 0 0 0 15 0 0 79 0 0 22
Lane Group Flow(vph) 53 189 0 52 45 6 111 183 37 35 236 8
Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 8 2 2 6 6
Actuated Green,G(s) 14.8 12.9 14.6 12.3 12.3 20.9 15,9 15.9 12.3 11.1 11.1
Effective Green,g(s) 16.8 13.9 16.6 14.3 14.3 22.9 16.9 16.9 14.3 13.1 13.1
Actuated g/C Ratio 0.32 0.27 0.32 0.27 0.27 0.44 0.32 0.32 0.27 0.25 0.25
Clearance Time(s) 5.0 5.0 5.0 6,0 6.0 5.0 5.0 5.0 5.0 6.0 6,0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3,0 3.0 3.0 3.0
Lane Grp Cap(vph) 459 440 291 509 433 447 602 512 351 467 397
• 1//s Ratio Prot 0.01 c0.11 c0.01 0.02 c0.03 0.10 0.00 c0.13
1//s Ratio Perm 0.03 0.05 0.00 0.08 0.02 0.02 0.00
v/c Ratio 0.12 0.43 0.18 0.09 0.01 0.25 0.30 0.07 0.10 0.51 0.02
Uniform Delay,dl 12.4 15.9 12.8 14.1 13.9 9.2 13.3 12.3 14.1 16.8 14.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0,1 0.7 0.3 0.1 0.0 0.3 0.3 0.1 0.1 0.9 0.0
Delay(s) 12.5 16.6 13.1 14.2 13.9 9.5 13.6 12.3 14.2 17.7 14.8
Level of Service B B B B B A B B B B B
Approach Delay(s) 16.0 13.6 12.1 17.0
Approach LOS B B B B
Intersection Summary
HCM Average Control Delay 14.7 HCM Level of Service B
HCM Volume to Capacity ratio 0.46
Actuated Cycle Length(s) 52.3 Sum of lost time(s) 20.0
Intersection Capacity Utilization 50.8% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
• AM Existing.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
2: Litho Plate Drive & Eastman Drive 1/9/2012
• -• c 4- 4\ P
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations j, 4 M
Volume(veh/h) 93 4 3 101 1 3
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 101 4 3 110 1 3
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 105 220 103
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 105 220 103
tC,single(s) 4,1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 100
• cM capacity(veh/h) 1486 767 952
Direction,Lane# EB 1 WB 1 NB 1
Volume Total 105 113 4
Volume Left 0 3 1
Volume Right 4 0 3
cSH 1700 1486 898
Volume to Capacity 0.06 0.00 0.00
Queue Length 95th(ft) 0 0 0
Control Delay(s) 0.0 0.2 9.0
Lane LOS A A
Approach Delay(s) 0.0 0.2 9.0
Approach LOS A
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 17.7% ICU Level of Service A
Analysis Period(min) 15
• AM Existing.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/9/2012
• f 7 i 4— t `1 1 P \* 1 J
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1 t) litrvit r 'i f r
Volume(vph) 42 62 127 91 102 48 225 265 60 32 229 51
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 1675 1770 1863 1583 1770 1863 1583 1770 1863 1583
Flt Permitted 0.69 1.00 0.36 1.00 1.00 0.41 1.00 1.00 0.58 1.00 1.00
Satd.Flow(perm) 1277 1675 663 1863 1583 757 1863 1583 1087 1863 1583
Peak-hour factor,PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 46 67 138 99 111 52 245 288 65 35 249 55
RTOR Reduction(vph) 0 88 0 0 0 40 0 0 35 0 0 39
Lane Group Flow(vph) 46 117 0 99 111 12 245 288 30 35 249 16
Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 8 2 2 6 6
Actuated Green,G(s) 13.3 11.2 18.5 13.3 13.3 36.1 29.8 29.8 18.8 17.5 17.5
Effective Green,g(s) 15.3 12.2 20.5 15.3 15.3 37.1 30.8 30.8 20.8 19.5 19.5
Actuated g/C Ratio 0.23 0.18 0.30 0.23 0.23 0.55 0.46 0.46 0.31 0.29 0.29
Clearance Time(s) 5.0 5.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 312 303 303 422 359 620 850 722 358 538 457
• v/s Ratio Prot 0.01 c0.07 c0.03 0.06 c0.08 0.15 0.00 c0.13
v/s Ratio Perm 0.03 0.07 0.01 0.14 0.02 0.03 0.01
v/c Ratio 0.15 0.39 0.33 0.26 0.03 0.40 0.34 0.04 0.10 0.46 0.03
Uniform Delay,dl 20.7 24.4 17.6 21.5 20.3 8.5 11.8 10.2 16.5 19.7 17.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.2 0.8 0.6 0.3 0.0 0.4 0.2 0.0 0.1 0.6 0.0
Delay(s) 20.9 25.2 18.3 21.8 20.4 8.9 12.0 10.2 16.6 20.3 17.3
Level of Service C C BCC A BB BCB
Approach Delay(s) 24.4 20.2 10.6 19.5
Approach LOS C C B B
Intersection Summary
HCM Average Control Delay 16.8 HCM Level of Service B
HCM Volume to Capacity ratio 0.45
Actuated Cycle Length(s) 67.5 Sum of lost time(s) 20.0
Intersection Capacity Utilization 54.0% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
0 PM existing.syn Synchro 8- Report
HCM Unsignalized Intersection Capacity Analysis
2: Litho Plate Drive & Eastman Drive 1/9/2012
• c 4— 4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations 1 4 NI
Volume(veh/h) 105 4 2 107 4 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 114 4 2 116 4 5
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 118 237 116
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 118 237 116
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 99 99
• cM capacity(veh/h) 1470 750 936
Direction,Lane# EB 1 WB 1 NB 1
Volume Total 118 118 10
Volume Left 0 2 4
Volume Right 4 0 5
cSH 1700 1470 843
Volume to Capacity 0.07 0.00 0.01
Queue Length 95th(ft) 0 0 1
Control Delay(s) 0.0 0.1 9.3
Lane LOS A A
Approach Delay(s) 0.0 0.1 9.3
Approach LOS A
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 17.2% ICU Level of Service A
Analysis Period(min) 15
PM existing.syn Synchro 8- Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/9/2012
• is { ~ k- 41 t t ti 4 d
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ►1 T+ 'I t P ) t r vi er '
Volume(vph) 55 85 235 55 45 20 115 185 120 35 240 30
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.89 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 1657 1770 1863 1583 1770 1863 1583 1770 1863 1583
Flt Permitted 0.73 1.00 0.28 1.00 1.00 0.42 1.00 1.00 0.63 1.00 1.00
Satd.Flow(perm) 1351 1657 517 1863 1583 777 1863 1583 1177 1863 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 60 92 255 60 49 22 125 201 130 38 261 33
RTOR Reduction(vph) 0 126 0 0 0 16 0 0 80 0 0 23
Lane Group Flow(vph) 60 221 0 60 49 6 125 201 50 38 261 10
Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 8 2 2 6 6
Actuated Green,G(s) 15.3 13.4 16.3 13.4 13.4 26.9 21.7 21.7 17.9 16.7 16.7
Effective Green,g(s) 17.3 14.4 18.3 15.4 15.4 28.9 22.7 22.7 19.9 18.7 18.7
Actuated g/C Ratio 0.29 0.24 0.31 0.26 0.26 0.49 0.38 0.38 0.34 0.32 0.32
Clearance Time(s) 5.0 5.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 415 403 242 485 412 483 714 607 418 588 500
• v/s Ratio Prot 0.01 c0.13 c0.02 0.03 c0.03 0.11 0.00 c0.14
v/s Ratio Perm 0.04 0.06 0.00 0.10 0.03 0.03 0.01
v/c Ratio 0.14 0.55 0.25 0.10 0.01 0.26 0.28 0.08 0.09 0.44 0.02
Uniform Delay,dl 15.3 19.6 15.2 16.6 16.3 8.8 12.6 11.6 13.3 16.1 13.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.2 1.5 0.5 0.1 0.0 0.3 0.2 0.1 0.1 0.5 0.0
Delay(s) 15.5 21.1 15.7 16.7 16.3 9.1 12.8 11.7 13.4 16.6 14.0
Level of Service B C BBB A BBBBB
Approach Delay(s) 20.3 16.2 11.5 16.0
Approach LOS C B B B
Intersection Summary
HCM Average Control Delay 15.8 HCM Level of Service B
HCM Volume to Capacity ratio 0.44
Actuated Cycle Length(s) 59.2 Sum of lost time(s) 16.0
Intersection Capacity Utilization 54.6% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
0
AM 2015 Base.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
2: Litho Plate Drive & Eastman Drive 1/9/2012
• - 7 { F 41 P
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations 4 M
Volume(veh/h) 105 5 5 115 1 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 114 5 5 125 1 5
Pedestrians
Lane Width(ft)
Walking Speed(f/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 120 253 117
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 120 253 117
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 99
. cM capacity(veh/h) 1468 733 935
Direction,Lane# EB 1 WB 1 NB 1
Volume Total 120 130 7
Volume Left 0 5 1
Volume Right 5 0 5
cSH 1700 1468 894
Volume to Capacity 0.07 0.00 0.01
Queue Length 95th(ft) 0 0 1
Control Delay(s) 0.0 0.3 9.1
Lane LOS A A
Approach Delay(s) 0.0 0.3 9.1
Approach LOS A
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 20,1% ICU Level of Service A
Analysis Period(min) 15
• AM 2015 Base.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 4/13/2012
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations I 1, 'i t r 'i r vi + r
Volume(vph) 55 86 235 55 45 20 115 185 123 43 240 30
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4,0 4.0 4.0 4.0 4.0
Lane Util.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 A0
Frt 1.00 0.89 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 1658 1770 1863 1583 1770 1863 1583 1770 1863 1583
Flt Permitted 0.73 1.00 0.28 1.00 1.00 0.43 1.00 1.00 0.63 1.00 1.00
Satd.Flow(pens) 1351 1658 514 1863 1583 794 1863 1583 1177 1863 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 60 93 255 60 49 22 125 201 134 47 261 33
RTOR Reduction(vph) 0 124 0 0 0 16 0 0 86 0 0 23
Lane Group Flow(vph) 60 224 0 60 49 6 125 201 48 47 261 10
Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 8 2 2 6 6
Actuated Green,G(s) 15.4 13.5 16.4 13.5 13.5 25.2 20.1 20.1 17.8 15.9 15.9
Effective Green,g(s) 17.4 14.5 18.4 15.5 15.5 27.2 21.1 21.1 19.8 17.9 17.9
Actuated g/C Ratio 0.30 0.25 0.32 0.27 0.27 0.47 0.36 0,36 0.34 0,31 0.31
Clearance Time(s) 5.0 5.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 423 412 246 494 420 472 673 572 428 571 485
• v/s Ratio Prot 0.01 c0.14 c0.02 0,03 c0.03 0.11 0.01 c0.14
v/s Ratio Perm 0.04 0.06 0.00 0.10 0.03 0.03 0.01
v/c Ratio 0.14 0.54 0.24 0.10 0.01 0.26 0,30 0.08 0.11 0.46 0.02
Uniform Delay,dl 14.9 19.1 14.7 16.2 15.8 9.3 13.4 12.3 13.1 16.3 14.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.2 1.5 0.5 0.1 0.0 0.3 0.3 0.1 0.1 0.6 0.0
Delay(s) 15.1 20.5 15.2 16.3 15.8 9.6 13.6 12.4 13.2 16.9 14.2
Level of Service B C BBB A B BB BB
Approach Delay(s) 19.7 15.7 12.2 16.1
Approach LOS B B B B
Intersection Summary
HCM Average Control Delay 15.8 HCM Level of Service B
HCM Volume to Capacity ratio 0.49
Actuated Cycle Length(s) 58.4 Sum of lost time(s) 20.0
Intersection Capacity Utilization 54.6% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
0
AM 2015 Project.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
2: Litho Plate Drive & Eastman Drive 4/13/2012
• - * c 4- 4\ e
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations 1. 4 f
Volume(veh/h) 105 17 5 115 1 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 114 18 5 125 1 5
Pedestrians
Lane Width(ft)
Walking Speed(ftls)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 133 259 123
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 133 259 123
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 99
• cM capacity(veh/h) 1452 727 927
Direction,Lane# EB 1 WB 1 NB 1
Volume Total 133 130 7
Volume Left 0 5 1
Volume Right 18 0 5
cSH 1700 1452 887
Volume to Capacity 0.08 0.00 0.01
Queue Length 95th(ft) 0 0 1
Control Delay(s) 0.0 0.3 9.1
Lane LOS A A
Approach Delay(s) 0.0 0.3 9.1
Approach LOS A
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 20.1% ICU Level of Service A
Analysis Period(min) 15
• AM 2015 Project.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/9/2012
• -) —• - 7 C ~ k- 4\ t fi \* 1 r
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations li i+ ' ' r ii t r 11 t r
Volume(vph) 45 70 145 100 115 55 250 295 65 35 255 55
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4,0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 1674 1770 1863 1583 1770 1863 1583 1770 1863 1583
Flt Permitted 0.68 1.00 0.32 1.00 1.00 0.37 1.00 1.00 0.57 1.00 1.00
Satd.Flow(perm) 1261 1674 592 1863 1583 683 1863 1583 1054 1863 1583
Peak-hour factor,PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 49 76 158 109 125 60 272 321 71 38 277 60
RTOR Reduction(vph) 0 87 0 0 0 46 0 0 39 0 0 43
Lane Group Flow(vph) 49 147 0 109 125 14 272 321 32 38 277 17
Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 8 2 2 6 6
Actuated Green,G(s) 14.6 12.5 19.8 14.6 14.6 37.1 30.0 30.0 20.1 18.0 18.0
Effective Green,g(s) 16.6 13.5 21.8 16.6 16.6 38.1 31.0 31.0 22.1 20.0 20.0
Actuated g/C Ratio 0.24 0.19 0.31 0.24 0.24 0.55 0.44 0.44 0.32 0.29 0.29
Clearance Time(s) 5.0 5.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 323 324 290 443 376 592 827 703 366 534 454
lb v/s Ratio Prot 0.01 c0,09 c0.03 0.07 c0.09 0.17 0.00 c0.15
v/s Ratio Perm 0.03 0.08 0.01 0.16 0.02 0.03 0.01
v/c Ratio 0.15 0.45 0.38 0.28 0.04 0.46 0.39 0.04 0.10 0.52 0.04
Uniform Delay,dl 20.9 24.9 18.0 21.7 20.5 9.3 13.0 11.0 16.7 20.9 18.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00
Incremental Delay,d2 0.2 1.0 0.8 0.4 0.0 0.6 0.3 0.0 0.1 0.9 0.0
Delay(s) 21.1 25.9 18.9 22.1 20.5 9.9 13.3 11.0 16.8 21.7 18.0
Level of Service C C BCC A B B BC B
Approach Delay(s) 25.1 20.6 11.7 20.6
Approach LOS C C B C
Intersection Summary
HCM Average Control Delay 17.7 HCM Level of Service B
HCM Volume to Capacity ratio 0.52
Actuated Cycle Length(s) 69.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 58.7% ICU Level of Service B
Analysis Period(min) 15
c Critical Lane Group
0 PM 2015 Base.syn Synchro 8- Report
HCM Unsignalized Intersection Capacity Analysis
2: Litho Plate Drive & Eastman Drive 1/9/2012
• —i _p f ~ 4\ P
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '(. 4 M
Volume(veh/h) 115 5 5 120 5 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 125 5 5 130 5 5
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 130 269 128
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 130 269 128
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 99 99
• cM capacity(veh/h) 1455 718 922
Direction,Lane# EB 1 WB 1 NB 1
Volume Total 130 136 11
Volume Left 0 5 5
Volume Right 5 0 5
cSH 1700 1455 807
Volume to Capacity 0.08 0.00 0.01
Queue Length 95th(ft) 0 0 1
Control Delay(s) 0.0 0.3 9.5
Lane LOS A A
Approach Delay(s) 0.0 0.3 9.5
Approach LOS A
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 20.4% ICU Level of Service A
Analysis Period(min) 15
• PM 2015 Base.syn Synchro 8- Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/16/2012
• C ~- k- 4\ t t " 1 1
Movement EBL EBT EBR WBL WBT VBR NBL NBT NBR SBL SBT SBR
Lane Configurations li T+ 'it r 'i t r i t r
Volume(vph) 45 70 145 101 116 56 250 295 65 35 255 55
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 1674 1770 1863 1583 1770 1863 1583 1770 1863 1583
Flt Permitted 0.68 1.00 0.32 1.00 1.00 0.37 1.00 1.00 0.57 1.00 1.00
Satd.Flow(pens) 1260 1674 592 1863 1583 683 1863 1583 1054 1863 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 49 76 158 110 126 61 272 321 71 38 277 60
RTOR Reduction(vph) 0 87 0 0 0 46 0 0 39 0 0 43
Lane Group Flow(vph) 49 147 0 110 126 15 272 321 32 38 277 17
Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm pm+pl NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 8 2 2 6 6
Actuated Green,G(s) 14.6 12.5 19.8 14,6 14.6 37.1 30.0 30.0 20.1 18.0 18.0
Effective Green,g(s) 16.6 13.5 21.8 16.6 16.6 38.1 31.0 31.0 22.1 20.0 20.0
Actuated g/C Ratio 0.24 0.19 0.31 0.24 0.24 0.55 0.44 0.44 0.32 0.29 0.29
Clearance Time(s) 5.0 5.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 322 324 290 443 376 592 827 703 366 534 454
• v/s Ratio Prot 0.01 c0.09 c0.03 0.07 c0.09 0.17 0.00 c0.15
v/s Ratio Perm 0.03 0.08 0.01 0.16 0.02 0.03 0.01
v/c Ratio 0.15 0.45 0.38 0.28 0.04 0.46 0.39 0.04 0.10 0.52 0.04
Uniform Delay,dl 20.9 24.9 18.0 21.7 20.5 9.3 13.0 11.0 16.7 20.9 18.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.2 1.0 0.8 0.4 0.0 0.6 0.3 0.0 0.1 0.9 0.0
Delay(s) 21.1 25.9 18.9 22,1 20.5 9.9 13.3 11.0 16.8 21.7 18.0
Level of Service C C B C C A B B B C B
Approach Delay(s) 25.1 20.6 11.7 20.6
Approach LOS C C B C
Intersection Summar/
HCM Average Control Delay 17.7 HCM Level of Service B
HCM Volume to Capacity ratio 0.52
Actuated Cycle Length(s) 69.8 Sum of lost time(s) 20.0
Intersection Capacity Utilization 58.8% ICU Level of Service B
Analysis Period(min) 15
c Critical Lane Group
• PM 2015 Project.syn Synchro 8- Report
HCM Unsignalized Intersection Capacity Analysis
2: Litho Plate Drive & Eastman Drive 1/16/2012
-, c + 4\
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '1+ 4 M
Volume(veh/h) 115 5 5 120 8 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 125 5 5 130 9 5
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 130 269 128
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 130 269 128
tC,single(s) 4.1 6.4 6.2
tC, 2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free°/0 100 99 99
cM capacity(veh/h) 1455 718 922
Direction,Lane# EB 1 WB 1 NB 1
Volume Total 130 136 14
Volume Left 0 5 9
Volume Right 5 0 5
cSH 1700 1455 785
Volume to Capacity 0.08 0.00 0.02
Queue Length 95th(ft) 0 0 1
Control Delay(s) 0.0 0.3 9.7
Lane LOS A A
Approach Delay(s) 0.0 0.3 9.7
Approach LOS A
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 20.4% ICU Level of Service A
Analysis Period(min) 15
• PM 2015 Project.syn Synchro 8- Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/10/2012
• " 4\ t P r
Movement EBL EBT EBR WBL WBT WBR NBL ,,NBT NBR SBL SBT SBR
Lane Configurations if tt r vs tt r tt r r
Volume(vph) 115 645 395 105 305 260 235 585 155 475 615 80
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4,0 4.0 4.0 4.0 4.0 4.0 4.0 4,0 4.0
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583
Flt Permitted 0.43 1.00 1.00 0.20 1.00 1.00 0.40 1.00 1.00 0.18 1.00 1.00
Satd.Flow(perm) 806 3539 1583 373 3539 1583 741 3539 1583 336 3539 1583
Peak-hour factor,PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 125 701 429 114 332 283 255 636 168 516 668 87
RTOR Reduction(vph) 0 0 311 0 0 220 0 0 125 0 0 53
Lane Group Flow(vph) 125 701 118 114 332 63 255 636 43 516 668 34
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 2 6 6
Actuated Green,G(s) 25.0 20.0 20.0 23.0 19.0 19.0 32.0 21.2 21.2 50.0 33.2 33.2
Effective Green,g(s) 27.0 21.0 21.0 25.0 20.0 20.0 36.0 23.2 23.2 52.0 35.2 35.2
Actuated g/C Ratio 0.30 0.23 0.23 0.28 0.22 0.22 0.40 0.26 0.26 0.58 0.39 0.39
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 306 826 369 181 786 352 443 912 408 589 1384 619
4, v/s Ratio Prot 0.03 c0.20 c0.03 0.09 0.08 0.18 c0.24 0.19
v/s Ratio Perm 0.10 0.07 0.14 0.04 0.15 0.03 c0.26 0.02
v/c Ratio 0.41 0.85 0.32 0.63 0.42 0.18 0.58 0.70 0.11 0.88 0.48 0.05
Uniform Delay,dl 23.9 33.0 28.6 26.1 30.0 28.3 18.9 30.2 25.5 20.1 20.6 17.1
Progression Factor 1.00 1.00 1.00 0.87 0.87 0.55 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.9 8.1 0.5 6.7 0.4 0.2 1.8 4.4 0.5 13.7 1.2 0.2
Delay(s) 24.7 41.1 29.1 29.5 26.4 15.9 20.7 34.6 26.0 33.9 21.8 17.2
Level of Service CDCCC B CCCCC B
Approach Delay(s) 35.4 22.8 29.9 26.4
Approach LOS D C C C
Intersection Summary
HCM Average Control Delay 29.3 HCM Level of Service C
HCM Volume to Capacity ratio 0.80
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0
Intersection Capacity Utilization 79.5% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
• AM 2035 Base.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
3: Litho Plate Drive & Eastman Drive 1/10/2012
• —. { 4- 4\ P
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations ti. tt V
Volume(veh/h) 610 10 5 395 5 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 663 11 5 429 5 5
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 674 894 337
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 674 894 337
tC,single(s) 4.1 6.8 6.9
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 99 98 99
• cM capacity(veh/h) 913 279 659
Direction,Lane# EB 1 EB 2 WB 1 WB 2 WB 3 NB 1
Volume Total 442 232 5 215 215 11
Volume Left 0 0 5 0 0 5
Volume Right 0 11 0 0 0 5
cSH 1700 1700 913 1700 1700 392
Volume to Capacity 0.26 0.14 0.01 0.13 0.13 0.03
Queue Length 95th(ft) 0 0 0 0 0 2
Control Delay(s) 0.0 0.0 9.0 0.0 0.0 14.4
Lane LOS A B
Approach Delay(s) 0.0 0.1 14.4
Approach LOS B
Intersection Summary
Average Delay 0.2
Intersection Capacity Utilization 27.2% ICU Level of Service A
Analysis Period(min) 15
• AM 2035 Base.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 4/13/2012
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ' tt r ►t; tt r tt r tt r
Volume(vph) 115 645 395 117 305 308 235 585 164 511 615 80
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00
Fit 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583
Flt Permitted 0.46 1.00 1.00 0.19 1.00 1.00 0.40 1.00 1.00 0.16 1.00 1.00
Satd.Flow(perm) 857 3539 1583 358 3539 1583 741 3539 1583 300 3539 1583
Peak-hour factor,PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 125 701 429 127 332 335 255 636 178 555 668 87
RTOR Reduction(vph) 0 0 308 0 0 258 0 0 135 0 0 54
Lane Group Flow(vph) 125 701 121 127 332 77 255 636 43 555 668 33
Tum Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Penn pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 2 6 6
Actuated Green,G(s) 24.8 19.8 19.8 24.8 19.8 19.8 30.7 19.7 19.7 49.2 32.2 32.2
Effective Green,g(s) 26.8 20.8 20.8 26.8 20.8 20.8 34.7 21.7 21.7 51.2 34.2 34.2
Actuated g/C Ratio 0.30 0.23 0.23 0.30 0.23 0.23 0.39 0.24 0.24 0.57 0.38 0.38
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 316 818 366 201 818 366 434 853 382 587 1345 602
• v/s Ratio Prot 0.03 c0.20 c0.04 0.09 0.08 0.18 c0.27 0.19
v/s Ratio Perm 0.09 0.08 0.15 0.05 0.14 0.03 c0.27 0.02
v/c Ratio 0.40 0.86 0.33 0.63 0.41 0.21 0.59 0.75 0.11 0.95 0.50 0,05
Uniform Delay,dl 24.0 33.2 28.8 25.1 29.4 28.0 19.8 31.6 26.6 22.8 21.3 17.7
Progression Factor 1.00 1.00 1.00 0.89 0.87 0.55 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.8 8.8 0.5 6.3 0.3 0.3 2.0 5.9 0.6 24.2 1.3 0.2
Delay(s) 24.8 42.0 29.3 28.6 26.0 15.8 21.9 37.5 27.2 47.0 22.6 17.8
Level of Service CDCCCBCDCDCB
Approach Delay(s) 36.0 22.1 32.1 32.7
Approach LOS D C C C
Intersection Summary
HCM Average Control Delay 31.6 HCM Level of Service C
HCM Volume to Capacity ratio 0.88
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 82.1% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
• AM 2035 Project.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
3: Litho Plate Drive & Eastman Drive 4/13/2012
• te44- 4\ r
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations t'+ '1 tt M
Volume(veh/h) 610 55 5 395 60 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 663 60 5 429 65 5
Pedestrians
Lane Width(ft)
Walking Speed(fUs)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 723 918 361
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 723 918 361
tC,single(s) 4.1 6.8 6.9
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 99 76 99
• cM capacity(veh/h) 875 269 635
Direction,Lane# EB 1 EB 2 WB 1 WB 2 WB 3 NB 1
Volume Total 442 281 5 215 215 71
Volume Left 0 0 5 0 0 65
Volume Right 0 60 0 0 0 5
cSH 1700 1700 875 1700 1700 281
Volume to Capacity 0.26 0.17 0.01 0.13 0.13 0.25
Queue Length 95th(ft) 0 0 0 0 0 24
Control Delay(s) 0.0 0.0 9.1 0.0 0.0 22.0
Lane LOS A C
Approach Delay(s) 0.0 0.1 22.0
Approach LOS C
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 28.9% ICU Level of Service A
Analysis Period(min) 15
• AM 2035 Project.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 1/10/2012
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations tt r tat r tt r tt r
Volume(vph) 65 580 210 350 910 500 270 840 95 290 805 145
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4,0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 1.00 0.95 1.00 1.00 0.95 1.00 1,00 0.95 1.00 1.00 0.95 1.00
Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prat) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583
Flt Permitted 0.22 1.00 1.00 0.18 1.00 1.00 0.14 1.00 1.00 0.14 1.00 1.00
Satd.Flow(perm) 414 3539 1583 339 3539 1583 266 3539 1583 257 3539 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 71 630 228 380 989 543 293 913 103 315 875 158
RTOR Reduction(vph) 0 0 182 0 0 204 0 0 71 0 0 107
Lane Group Flow(vph) 71 630 46 380 989 339 293 913 32 315 875 51
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 2 6 6
Actuated Green,G(s) 20.2 17.0 17.0 37.0 28.8 28.8 35.0 26.0 26.0 37.0 27.0 27.0
Effective Green,g(s) 22.2 18.0 18.0 38.0 29.8 29.8 39.0 28.0 28.0 41.0 29.0 29.0
Actuated g/C Ratio 0.25 0.20 0.20 0,42 0.33 0.33 0.43 0.31 0.31 0.46 0.32 0.32
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 165 708 317 398 1172 524 299 1101 492 319 1140 510
• v/s Ratio Prot 0.02 0,18 c0,17 0.28 0.12 0.26 c0.13 0.25
v/s Ratio Perm 0.09 0.03 c0.23 0.21 0.30 0.02 c0.32 0.03
v/c Ratio 0.43 0.89 0.14 0.95 0.84 0.65 0.98 0.83 0.07 0.99 0.77 0.10
Uniform Delay,dl 27.1 35.0 29.7 23.0 27.9 25.6 21.7 28.8 21.8 23.2 27.5 21.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1,00 1.00 1.00
Incremental Delay,d2 1.8 13.1 0.2 33.3 5.7 2.7 46.0 7.3 0.3 46.5 5.0 0.4
Delay(s) 28.9 48.2 29.9 56.3 33.7 28.4 67.7 36.0 22.1 69.8 32.4 21.8
Level of Service CDC ECC E DCE CC
Approach Delay(s) 42.2 36.6 42.0 39.9
Approach LOS D D D D
Intersection Summary
HCM Average Control Delay 39.7 HCM Level of Service D
HCM Volume to Capacity ratio 0.92
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0
Intersection Capacity Utilization 88.0% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
• PM 2035 Base.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
3: Litho Plate Drive & Eastman Drive 1/10/2012
C 4— 4\
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations tt, tt V
Volume(veh/h) 460 10 5 685 10 10
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 500 11 5 745 11 11
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 511 889 255
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 511 889 255
tC,single(s) 4.1 6.8 6.9
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 99 96 99
cM capacity(veh/h) 1051 281 744
Direction,Lane# EB 1 EB 2 WB 1 WB 2 WB 3 NB 1
Volume Total 333 178 5 372 372 22
Volume Left 0 0 5 0 0 11
Volume Right 0 11 0 0 0 11
cSH 1700 1700 1051 1700 1700 408
Volume to Capacity 0.20 0.10 0.01 0.22 0.22 0.05
Queue Length 95th(ft) 0 0 0 0 0 4
Control Delay(s) 0.0 0.0 8.4 0.0 0.0 14.3
Lane LOS A B
Approach Delay(s) 0.0 0.1 14.3
Approach LOS B
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 28.9% ICU Level of Service A
Analysis Period(min) 15
• PM 2035 Base.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
1: SH 257 & Eastman Drive 4/13/2012
{ t - 1 J
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations r vs tt r r tt r
Volume(vph) 65 581 210 352 911 504 270 840 97 294 805 145
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00
Frt 1.00 1,00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd.Flow(prot) 1770 3539 1583 1770 3539 1583 1770 3539 1583 1770 3539 1583
Flt Permitted 0.22 1.00 1.00 0.18 1.00 1.00 0.14 1.00 1.00 0.14 1.00 1.00
Satd.Flow(perm) 414 3539 1583 339 3539 1583 266 3539 1583 257 3539 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 71 632 228 383 990 548 293 913 105 320 875 158
RTOR Reduction(vph) 0 0 182 0 0 204 0 0 72 0 0 107
Lane Group Flow(vph) 71 632 46 383 990 344 293 913 33 320 875 51
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Penn pm+pt NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 2 6 6
Actuated Green,G(s) 20.2 17.0 17.0 37.0 28.8 28.8 35.0 26.0 26.0 37.0 27.0 27.0
Effective Green,g(s) 22.2 18.0 18.0 38.0 29.8 29.8 39.0 28.0 28.0 41.0 29.0 29.0
Actuated g/C Ratio 0.25 0.20 0.20 0.42 0.33 0.33 0.43 0.31 0.31 0.46 0.32 0.32
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
• Lane Grp Cap(vph) 165 708 317 398 1172 524 299 1101 492 319 1140 510
v/s Ratio Prot 0.02 0.18 c0.17 0.28 0.12 0.26 c0.13 0.25
v/s Ratio Perm 0.09 0.03 c0.24 0.22 0.30 0.02 c0.32 0.03
v/c Ratio 0.43 0.89 0.14 0.96 0.84 0.66 0.98 0.83 0.07 1.00 0.77 0.10
Uniform Delay,dl 27.1 35.1 29.7 23.1 28.0 25.7 21.7 28.8 21.8 23.5 27.5 21.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.8 13.6 0.2 35.2 5.7 3.0 46.0 7.3 0.3 51.2 5.0 0.4
Delay(s) 28.9 48.7 29.9 58.3 33.7 28.7 67.7 36.0 22.1 74.7 32.4 21.8
Level of Service CDC ECC EDCECC
Approach Delay(s) 42.5 37.2 42.0 41.2
Approach LOS D D D D
Intersection Summary
HCM Average Control Delay 40.2 HCM Level of Service D
HCM Volume to Capacity ratio 0.93
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 8.0
Intersection Capacity Utilization 88.4% ICU Level of Service E
Analysis Period(min) 15
c Critical Lane Group
• PM 2035 Project.syn Synchro 8 Report
HCM Unsignalized Intersection Capacity Analysis
3: Litho Plate Drive & Eastman Drive 4/13/2012
• — f4 4\ P
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations }'r tt M
Volume(veh/h) 460 18 5 685 18 10
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 500 20 5 745 20 11
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 520 893 260
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 520 893 260
tC,single(s) 4.1 6.8 6.9
tC, 2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 99 93 99
• cM capacity(veh/h) 1043 280 739
Direction,Lane# EB 1 EB 2 WB 1 WB 2 WB 3 NB 1
Volume Total 333 186 5 372 372 30
Volume Left 0 0 5 0 0 20
Volume Right 0 20 0 0 0 11
cSH 1700 1700 1043 1700 1700 359
Volume to Capacity 0.20 0.11 0.01 0.22 0.22 0.08
Queue Length 95th(ft) 0 0 0 0 0 7
Control Delay(s) 0.0 0.0 8.5 0.0 0.0 15.9
Lane LOS A C
Approach Delay(s) 0.0 0.1 15,9
Approach LOS C
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 28.9% CU Level of Service A
Analysis Period(min) 15
PM 2035 Project.syn Synchro 8 Report
HCM Signalized Intersection Capacity Analysis
11: Industrial/WCR 23 & Eastman Drive 4/13/2012
• f l Tr F t 1 t t b 1 r
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations II tt r i ft. '1 1. ►( 1+
Volume(vph) 85 235 115 5 230 60 355 75 10 30 40 35
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.98 1.00 0.93
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 3539 1583 1770 3430 1770 1830 1770 1732
Flt Permitted 0.55 1.00 1.00 0.59 1.00 0.47 1.00 0.70 1.00
Satd.Flow(perm) 1023 3539 1583 1106 3430 883 1830 1298 1732
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 92 255 125 5 250 65 386 82 11 33 43 38
RTOR Reduction(vph) 0 0 62 0 17 0 0 6 0 0 35 0
Lane Group Flow(vph) 92 255 63 5 298 0 386 87 0 33 46 0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 4 8 2 6
Actuated Green,G(s) 49.4 49.4 49.4 49.4 49.4 40.6 32.0 11.7 8.1
Effective Green,g(s) 50.4 50.4 50.4 50.4 50.4 41.6 33.0 13.7 9.1
Actuated g/C Ratio 0.50 0.50 0.50 0.50 0.50 0.42 0.33 0.14 0.09
Clearance Time(s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 516 1784 798 557 1729 620 604 200 158
• v/s Ratio Prot 0.07 0.09 c0.18 0.05 0.01 0.03
v/s Ratio Perm c0.09 0.04 0.00 c0.08 0.02
v/c Ratio 0.18 0.14 0.08 0.01 0.17 0.62 0.14 0.17 0.29
Uniform Delay,dl 13.5 13.3 12.8 12.4 13.5 21.9 23.6 37.9 42.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.8 0.2 0.2 0.0 0.2 2.0 0.1 0.4 1.0
Delay(s) 14.3 13.4 13.0 12.4 13.7 23.9 23.7 38.3 43.5
Level of Service BBBBB C C D D
Approach Delay(s) 13.5 13.7 23.8 42.0
Approach LOS B B C D
Intersection Summary
HCM Average Control Delay 19.5 HCM Level of Service B
HCM Volume to Capacity ratio 0.37
Actuated Cycle Length(s) 100.0 Sum of lost time(s) 8.0
Intersection Capacity Utilization 49.3% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
• PM 2035 Project.syn Synchro 8 Report
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