HomeMy WebLinkAbout20221773.tiffTRAFFIC IMPACT STUDY
Proposed Brannan - Ready Mix Aggregate Facility
NIX Site (State Highway 66 Access)
Weld County, Colorado
January 14, 2022
20190018
Prepared by:
C. MIN
rans
ENCINPHPINJ' NC.
PO Box 150335
Lakewood, CO 80215
(303) 653-9200
This report has been prepared by the staff of CivTrans Engineering Inc. on behalf of
Brannan Companies under the direction of the undersigned professional engineer
whose seal and signature appears hereon.
Craig A. MacPhee, RE, PTOE
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EXISTING CONDITIONS 14
Land Use.14
Existing Roadways 14
1- i h way 66 14
Weld County Road (WCR) 19'.rr.rr.rr.rr.rr.rr.rr 14
Weld County Road (WCR1) 1 .rr.rr.rr.rr.rr.rr.rr as... 14
Interstate 25 14
15
Traffic Control and Descriptions 15
Traffic Volumes and Peak Hours of Operation .rr.rr 16
16
Background Project.... r 16
Ambient Traffic Growth
Planned Transportation Improvements17
Pandemic Impact........
TABLE OF CONTENTS
EXECUTIVE SUMMARY I
INTRODUCTION 5
Project overview ...........
Purpose of the Report 6
ANALYSIS METHODOLOGY .rr 10
Capacity Analysis 16
Sight Distance Analysis 11
Auxiliary Lane Evaluation 11
Traffic Signal Warrant Analysis 12
Analysis Horizons 12
Study Area Intersections ...
EXISTING LEVEL OF SERVICE AND TRAFFIC ANALYSIS..rr 19
Capacity Analysis (Level of service) 19
Signal Warrant Analysis r . 20
TRIP GENERA TION AND DISTRIBUTION 26
Trip Generation 26
'Trip Types 29
Passenger Car Equivalentr.rr.rr.rr.rr.rr.rr.rr.rr.rr.rr.rr.rr 30
Trip D stributio■ J' rr.rr 31
FUTURE YEAR TRAFFIC IMPACT A A L YSI, .38
Short -Term Conditions (Year 2024) without the Project 38
Short -Term Conditions (Year 2024) with the Project 41
Capacity Analysis (Level of Service) 41
Sight Distance.42
Auxiliary Lane Evaluation 42
Signal Warrant Analysis 44
Mid -range Conditions (Year 2027) without the Project.....51
Mid -range Conditions (Year 202 7) with the Project .53
Long-range Conditions (Year 2041) without the Project 55
Long-range Conditions (Year 2041) with the Project 57
CONCLUSIONS & RECOMMENDATIONS 59
LIST OF EXHIBITS
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
Exhibit
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Exhibit
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Exhibit
Table
Table
Table
Table
Table
Table
Table
- Vicinity Map 7
2 — Conceptual Site Plan 8
3 — Existing Aerial.
4 — Existing Lane Geometry 18
5 — Existing (2021) Traffic Volumes 25
6 — Project Trip Distribution 33
7 — Aggregate Production Site -Generated New Truck Trips 34
8 — Aggregate Production Passenger Car Trips 35
9— Concrete & Asphalt Production Site -Generated New Truck Trips 36
10 — Concrete & Asphalt Production Passenger Car Trips 37
1 — Short -Term (2024) No -Project Traffic Volumes ...40
12 — Short -Term (2624) Build Traffic Volumes ...50
13 — Mid -range (2027) No -Project Traffic Volumes 52
14 — Mid -range (2027) Build Traffic Volumes 54
15 — Long-range (2041) No -Project Traffic Volumes 56
16 — Long-range (2041) Build Traffic Volumes ...58
LIST OF TABLES
I — Intersection Analysis Criteria .11
2 — 2021 Existing Intersections Levels of Service 19
3 — Highway 66 & WCR 19 Hourly Volumes 21
4 — Aggregate Production Trip Generation Estimate 26
5 — Concrete Production Trip Generation Estimate 27
6 — Asphalt Production Trip Generation Estimate 28
7 — Peak Hour Site -Generated Trips 29
Table 8 — Year 2024 .Levels of Service without Project .. . 88
Table - Year 2024 Levels of Service with Project ........... 41
Table 10- Highway 66 & Site Access Hourly Volumes for Short-term Build Condition 45
Table 11— Year 2627 Levels of Service without Project 51
Table 12 - Year 2627 Levels of Service with Project,„ ,,,,,,,,,,,,,,, 53
Table 13 - Year 2041 Levels of Service without Project
Table 14 - Year 2041 Levels of Service with Project.
TECHNICAL APPENDIX
..•.t
55
57
Raw Traffic Counts
Trip Generation Calculations
Level of Service Calculations
Existing; Short-term without Project; Short-term with Project; Mid -range without
Project; Mid -range with Project; Long-range No Project; Long-range with Project
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EXECUTIVE SUMMARY
This Traffic Impact Study (TIS) document has been prepared to assess and identify the
traffic impacts related to a proposed development that will include gravel mining and
production of aggregate, a concrete batch plant, and asphalt production facility. The site
is located in unincorporated Weld County, Colorado. The following is a summary of the
traffic information and findings included in this report.
1. The proposed site is located at the southwest corner of State Highway (SH) 66
Weld County Road (WCR) 19, extending to WCR 28 and WCR 17 within Weld
County, Colorado. A vicinity map is included as Exhibit 1.
2. The current proposal includes a gravel mining and aggregate production facility on
the 300+ acre site. Long-range plans may include a concrete batch plant and
asphalt production facility to compliment the aggregate products offered. Access
is currently proposed from SH 66 at the quarter -section line, which is immediately
east of the existing Varra aggregate site access. The proposed driveway would
provide access for the Brannan and Varra sites, incorporate the private driveway
to the north, and the existing Varra site access would be eliminated. Almost all
truck, employee and visitor traffic are anticipated to use this access. The proposed
aggregate production is anticipated to begin in 2023 with concrete and asphalt
production commencing as early as 2026. The current project site plan has been
provided and is shown on Exhibit 2, herein.
3. Once operational, the aggregate production is anticipated to generate up to 1,040
trips per day with 1,000 of those being truck trips. The site is estimated to generate
120 AM peak hour and 100 PM peak hour trips. The future concrete and asphalt
production is estimated to add up to 762 more daily trips with 712 of those being
truck trips. The concrete and asphalt production portion of the site is estimated to
generate 51 AM peak hour and 51 PM peak hour trips.
4. Passenger car equivalent (POE) is a unit used to represent the impact of large
vehicles on a roadway. Trucks take more time to turn, start and stop at
intersections and take up more space when queued. To account for the turning
and stop -controlled trucks at study area intersections anticipated for this project
and equate them to passenger cars, a factor of 3.0 was multiplied by the number
of trucks for the passenger car equivalent. Therefore, the 102 peak hour truck trips
for the aggregate production are estimated to be equal to the impact of 306
passenger cars at the site access. At other study area intersections where the
trucks are through movements, no passenger -car -equivalent factor was applied.
5. The study area was identified to include the following intersections.
• State Highway 66 &I-25 Southbound Ramps
• State Highway 66 &I-25 Northbound Ramps
• State Highway 66 & Weld County Road(WCR) 13
• State Highway 66 & Varra I Site Access
• State Highway 66 & WCR 19
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These intersections were analyzed for the AM and PM peak hour,
6. The analysis horizons considered and evaluated in this report include:
• Existing Conditions (Year 2021)
• Short-term without the project (Year 2024)
• Short-term with the aggregate production (Year 2024)
• Mid -range without the project (Year 2027)
• Mid -range with the aggregate, concrete and asphalt production (Year 2027)
• Long-range without the Project Conditions (Year 2041)
• Long-range with the aggregate, concrete and asphalt production (Year
2041)
Each of these analysis horizons included intersection capacity analysis. The short-
term build condition includes sight distance evaluation, The short-term and mid-
range build conditions include auxiliary lane evaluation. The existing and short-
term build conditions include traffic signal warrant evaluation.
7. Level of service (LOS) D should be used as a guideline to maintain overall
operations of signalized intersections and unsignalized intersection approaches.
Mitigation measures should be considered for overall signalized intersections or
unsignalized approaches reported to be operating at LOS E or F.
8. All of the study area intersections are currently operating at acceptable levels of
service except the intersection of Highway 66 & WCR 19. The southbound
approach of Highway 66 & WCR 19 is currently operating at LOS E during the AM
peak hour. This is largely due to the traffic volume on Highway 66, which does not
allow for sufficient gaps in traffic, but the northbound approach also has a high
volume of traffic. Signal warrants were evaluated utilizing the Manual on Uniform
Traffic Control Devices (MUTCD) for this intersection. The MUTCD provides nine
separate warrants for evaluating the need for signalization at intersections.
Warrants 1, 2 and 3 are related to traffic volume, which were evaluated.
The intersection of Highway 66 & WCR 19 currently meets warrants 2 (four-hour
volume), 3A (peak delay) and 3B (peak volume). Therefore, a traffic signal should
be considered for installation at this intersection by CDOT or Weld County to
improve safety, capacity and decrease delay. This intersection is identified on the
Colorado Department of Transportation's (CDOT) Access Control Plan for
Highway 66 as being signalized in the future.
9. The intersection of Highway 66 & WCR 13 may require improvements for the long-
range conditions due to anticipated ambient traffic growth. For the 20 -year horizon,
traffic volumes on Highway 66 are anticipated to exceed 1,000 vehicle per hour in
each direction during peak hours regardless of whether the Brannan project moves
forward or not, which may require widening Highway 66 to accommodate two
through lanes in each direction through the intersection.
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10. With the additional traffic generated by the aggregate portion of the proposed
project, the intersection of Highway 66 and the site access is anticipated to operate
at LOS F for both AM and PM peak hours if the intersection operates with stop
control. Installing a traffic signal at this intersection would improve it to LOS B or
better. A traffic signal warrant evaluation based on the Manual on Uniform Traffic
Control Devices (MUTCD) was completed for this intersection, which estimates
warrants 1B, 2 and 3A will be met once the site begins aggregate production and
delivery to construction sites. With a traffic signal installed at this intersection, the
concrete and asphalt production and long-range conditions are anticipated to
operate at LOS C or better.
11. The intersection Highway 66 and the site access was evaluated for auxiliary lanes
utilizing CDOT State Highway Access Code criteria. Based on the criteria, an
eastbound right turn deceleration lane, westbound left turn deceleration lane and
northbound to eastbound acceleration lane are required. If a traffic signal is
installed, the acceleration lane may not be needed. A description of the proposed
intersection geometry can be found in the bulleted recommendations below.
12. The CDOT State Highway Access Code was consulted for determining the
required sight distance for vehicles turning from the site access driveway onto
Highway 66, Table 4-2 provides required entering sight distances (in feet) based
on the highway posted speed, number of lanes and design vehicle. Highway 66
has a posted speed of 65 mph through this segment and is a two-lane highway
and relatively flat (< 3% grade). The design vehicle for the Brannan aggregate
facility is multi -unit trucks. Based on these variables, the required entering sight
distance is 1,105 feet. This sight distance should be provided for the proposed site
access to Highway 66, which is measured 10' back from the edge of the roadway
at a height of 3.5 feet. The oncoming vehicle height is assumed to be 4.25 feet. If
a signal is installed, the required sight distance for left -turning vehicles may be
reduced. The required site distance should be maintained for right -turning vehicles
if rig ht -turn -on -red is permitted,
Based on observations during a site visit, there appears to be adequate sight
distance for this access. When developing construction plans for this access, the
line of sight (sight triangle) should be shown on the plans and any plantings or
other visual obstructions within this triangle area should not exceed 3.5 feet in
height.
Based upon the analysis, field observations, assumptions, methodologies and results
which are provided in the body of this document, this project has anticipated impacts to
the transportation system that would require mitigation as presented within this study. The
recommendation to the Weld County staff is that the site plan for the proposed project be
approved for development with the following conditions of approval.
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• As multiple MUTCD warrants are anticipated to be met as a result of the traffic
from this project, a traffic signal should be installed at the intersection of Highway
66 and the proposed site access.
• Based on CDOT auxiliary lane criteria, the site access intersection with Highway
66 is anticipated to require a right turn deceleration lane and left turn deceleration
lane. The volume threshold for requiring a right turn acceleration lane at a stop -
controlled intersection is also exceeded. If a traffic signal is installed, this
acceleration lane would be required to allow right -turn -on -red for the northbound
approach. Therefore, it should be installed regardless of intersection control (stop
or signal). The following lane configuration should be implemented when
constructing the site access intersection to Highway 66.
a Eastbound approach
• Left turn volumes do not exceed the threshold for requiring a left turn
lane. However, a painted median should be implemented on this
approach to mirror the westbound left turn lane.
• One through lane
• One right turn deceleration lane at minimum length (500' storage plus
a 300' taper). Extending the existing right turn deceleration lane at
the Varra access to the new site access will meet the deceleration
lane length requirements.
Westbound approach
• One left turn deceleration lane at a length of loo plus a 3OO, taper.
This length does not include the required redirect taper to widen from
a two-lane section to a three -lane section.
• One through lane. Right turns to 8553 Highway 66 driveway would
be made from this lane.
o Northbound approach
• One left -through lane
• One right turn lane with 200' of storage and an appropriate taper for
the design speed of the site access. A right turn acceleration lane on
eastbound SH 66 should be installed, which should include 1,080' of
full -width (12') lane plus a 300' taper.
o Southbound approach
• No improvements proposed. Through lane should align with
southbound receiving lane.
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INTRODUCTION
Project Overview
Brannan Companies is proposing a gravel mining and aggregate production facility within
unincorporated Weld County, Colorado. The site is located between Highway 66 and
Weld County Road (WCR) 28, west of WCR 19. The site is in use for agricultural
production, oil wells and a vacant farmhouse. It is approximately 302± acres. Long-range
plans may include a concrete batch plant and asphalt production facility to compliment
the aggregate products offered. Access is currently proposed from State Highway 66 at
approximately the quarter -section line midway between WCR 19 and WCR 17,
immediately east of the existing Varra access. The proposed access would provide
access for the Brannan and Varra sites, incorporate the private driveway to the north, and
the existing Varra site access would be eliminated. Almost all truck, employee and visitor
traffic are anticipated to use this access. A maintenance shop is also planned on the
southwest portion of the site, which may utilize a secondary access from WCR 28. Trips
in and out of this shop are anticipated to be negligible and were not evaluated in this
study. The proposed aggregate production is anticipated to begin in 2023 with concrete
and asphalt production commencing as early as 2026.
The purpose of the facility is to produce aggregate material for concrete plants, asphalt
plants and construction projects and deliver the material to project sites in Weld County
and surrounding areas. Access to the property will be primarily employees and material
trucks to supply the construction sites. The concrete and asphalt production will require
a portion of its material to be imported. Therefore, the concrete and asphalt production
traffic, when operational, will include employees, material import trucks, and concrete and
asphalt trucks to deliver the concrete and asphalt product. The aggregate facility is
anticipated to operate daily from 6 AM to 4 PM with approximately 20 employees and four
(4) vendors I contractors accessing the site per day. The concrete facility would operate
with similar hours and employ approximately 14 people. The asphalt facility would
generally operate the same hours as the aggregate, but may include periodic 24 -hour
operation to support night -paving projects.
The site is bordered on the south by WCR 28 and agricultural land, WCR 19 and
agricultural land to the east, the existing Varra Companies gravel mining operation and
VVCR 17 to the west and Highway 66 to the north. Other uses in the vicinity of the site are
generally agricultural in nature, which includes the Miller Farms site at the southeast
corner of WCR 19 & Highway 66. The Miller Farms site is a tourist farm offering you -pick
produce, a fall festival, hayrides, farm tours, etc. The Town of Platteville and US 85 lie
approximately 4 miles to the east, and the Town of Mead and 1-25 lie approximately five
miles to the west.
Regional access to the area is accommodated primarily by Highway 66 and WCR 19.
Highway 66 is an east -west state highway that extends from US 85 to US 34 (near Lyons).
In the vicinity of the project site, it provides a connection to 1-25, US 85, Longmont and
US 36. WCR 19 is a two-lane arterial that provides access to Highway 66 and Highway
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52 and extends from 168th Avenue (WCR 2) to WCR 34. Truck routing is not anticipated
to utilize WCR 19.
Purpose of Report
The purpose of this study is to review, assess and identify potential traffic related impacts
that the proposed project may have on the transportation network and recommend
mitigation to minimize these impacts where necessary and possible. Exhibit I shows the
general vicinity of the project in Weld County. The current site plan is included as Exhibit
2, which shows the general layout of the site as well as driveway access. A current aerial
of the site is shown in Exhibit 3.
This traffic study was completed to supplement a CDOT highway access permit
application and Weld County development application to determine the appropriate
access and off -site transportation mitigation measures that will be required for this project.
The assumptions utilized in conducting the traffic analysis are based on coordination with
CDOT staff, criteria identified within section 8.1 of the Weld County Engineering and
construction Criteria (January 2021), scope input from the Town of Mead, and standard
traffic engineering practices.
This report includes an evaluation and assessment of the study area for the existing,
short-term, mid -range and the long-range conditions. The short-term condition considers
the traffic a year after the anticipated beginning of aggregate production (Year 2024). The
mid -range condition was evaluated to assess the impact of the concrete and asphalt
production addition to the site, which is anticipated approximately three years after the
aggregate production begins. Therefore, the mid -range condition evaluates the Year 2027
scenario. The long-range conditions considered the potential growth in traffic within the
study area and how the existing transportation system will handle those volumes with and
without the project approximately 20 years into the future (Year 2041).
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ANALYSIS METHODOLOGY
The various analyses conducted and reported in this document include intersection
capacity analysis, sight distance evaluation, auxiliary lane evaluation and signal warrant
analysis.
Capacity Analysis
The analyses described in this report were performed in accordance with the procedures
in the Highway Capacity Manual (HCM) and as described below. The analyses and
procedures conducted are based upon the worst -case conditions that occur during a
typical weekday. Therefore, most of each weekday and the weekends will experience
traffic conditions better than those described within this document, which represent the
peak hours of operation only.
Level of Service (LOS) is an empirical premise developed by the transportation profession
to quantify driver perception for such elements as travel time, number of stops, total
amount of stopped delay, and impediments caused by other vehicles afforded to drivers
who utilize the transportation network. LOS has been defined by the Transportation
Research Board in the Highway Capacity Manual, 6th Edition. This document has
quantified level of service into a range from "A" which indicates little, if any, vehicle delay,
to "F" which indicates significant vehicle delay and traffic congestion that may lead to
system breakdown due to volumes that may far exceed capacity.
The Highway Capacity Manual defines the level of service for a signalized intersection as
the average delay per vehicle (amount of time a vehicle must spend at the intersection)
for the overall intersection. For unsignalized intersections that include both stop -controlled
and uncontrolled approaches (known as through/stop controlled), the Highway Capacity
Manual defines the level of service as the average delay per vehicle for the worst
approach, not the overall intersection.
The level of service letter grades as defined by the Transportation Research Board and
the associated amount of delay in seconds per vehicle, as well as a brief description of
the operating condition, for both signalized and unsignalized intersections are included
for reference in Table I on the next page.
Weld County and the Colorado Department of Transportation (CDOT) have established
level of service D as the minimum acceptable intersection operating condition. Analysis
results indicating operations worse than the minimum acceptable level were considered
for mitigation measures. In the cases where existing conditions currently operate at or
future background conditions are projected to operate at states poorer than the minimum
acceptable level, the future with project conditions will be evaluated to maintain the
current or projected operating conditions.
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Table I - Intersection Analysis Criteria
Signalized intersection Level of Service Criteria
Level
Service
of
(seconds/vehicle)
Delay
Range
3
Expected
Delay
at
Intersection
A
.
s 10
Very low
delay.
Most
vehicles do
not stop.
B
> 10
and
s 20
Generally
good
progression of vehicles. Slight
delays.
C
> 20 and
s 35
Fair
progression.
Increased
number of stopped
vehicles.
D
> 35 and s 55
Noticeable
congestion.
Large
portion of vehicles stopped.
E
> 55 and s 80
Poor progression. High delays and frequent
cycle failure.
F
> 80
Oversaturation. Forced flow. Extensive queuing.
Unsignalized Intersection Level of Service Criteria,
Level
Service
of
(seconds/vehicle)
Delay
Range
Expected
Delay
_
y to
Minor
Street
Traffic
A
s 10
Little
or no conflicting traffic for minor street approach.
B
> 10 and
s 15
Minor street approach
begins to notice absence of
available gaps.
C
> 15
and
s 25
Minor street approach
begins
experiencing
delays for available gaps.
D
> 25 and
s 35
Minor street approach
experiences
queuing
due to a reduction in available gaps.
E
> 35 and
s 50
Extensive minor street
queuing
due
to insufficient
gaps.
F
50
Insufficient
safely
through
gaps
of
a major
suitable
traffic
size
stream.
to allow minor street traffic demand to cross
Source: Highway Capacity y Manual (Transportation Research Board, 2000).
Sight Distance Analysis
Intersection sight distance criteria is defined within section 6.5.6 of the Weld County
Engineering & Construction Criteria. This shows the sight distance (sight triangles)
required for vehicles to enter traffic and accelerate to the average running speed. Figure
6-3 shows required sight distance for intersections based on crossroad posted speed
limit. The resulting distance should allow a vehicle to safely make a turn from the driveway
or minor street. Sight obscuring objects within the line of sight (sight triangle) should not
exceed 3 -feet in height.
Auxiliary Lane Evaluation
The Colorado Department of Transportation State Highway Access Code was used for
determining the need for auxiliary lanes for the project site access and study area
intersections. The roadway classification, design speed, and design hourly turning volume
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are all factors used to determine the need for acceleration, deceleration and turn lanes.
The State Highway Access Code then provides design criteria for taper ratio, storage
requirements and overall turn lane length.
Traffic Signal Warrant Analysis
The intersections of SH 66 & WCR 19 and SH 66 & the proposed site access were
evaluated for traffic signal warrants using the criteria set forth within the Manual on
Uniform Traffic Control Devices (MUTCD). The MUTCD provides nine (9) separate
warrants for evaluating the need for signalization at intersections based on traffic
volumes, pedestrian volumes, proximity to a school, coordinated signal systems, crash
experience, roadway network and proximity to an at -grade rail crossing.
Analysis Horizons
The following seven scenarios were analyzed as part of this study during both the AM
and PM peak hours, with the corresponding volume and network configurations as
indicated:
1. Existing Conditions
Analysis of the existing conditions at the study area intersections was based on
the turning movement volumes collected in November 2021 and the intersection
geometry and traffic control as observed in the field.
2. Short-term without Project Conditions (Year 2024)
The short-term future year analysis includes the same roadway geometry as for
the existing conditions. The forecast volumes were calculated by applying the
anticipated ambient growth rate over the next three years for year 2024 forecasted
traffic volumes. No background projects were identified for inclusion.
3. Short-term with Project Conditions (Year 2024)
The short-term build condition includes the same geometry as for the short-term
no -build conditions. The volumes for this scenario include the short-term no project
volumes with the aggregate production traffic added.
4. Mid -range without Project Conditions (Year 2027)
Similar to the short-term no -project conditions, this scenario assumed existing
intersection geometry. Traffic volumes were calculated by applying six years of
ambient traffic growth to the existing traffic volumes.
5. Mid -range with Project Conditions (Year 2027)
The mid -range build scenario traffic volumes include the mid -range no -build traffic
plus the project traffic from the aggregate production and concrete batch plant and
asphalt production facility.
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6. Long-range No Project Conditions
The long-range conditions included the best available information for projecting the
traffic approximately 20 years into the future for the study area to the Year 2041.
A Long-range No Project condition analysis, without the proposed land use and
associated trip additions, was performed as a comparison for the condition with
the project (build). No known long-range improvements are planned for Highway
66 or WCR 19. Therefore, short-term geometry was utilized for the long-range
evaluation. Long-range traffic volumes were calculated by applying 20 years of
ambient growth to the existing traffic volumes.
7. Long-range with Project Conditions
The long-range future year analysis included the same roadway geometry as for
the Long-range No Project conditions. The forecast volumes were calculated by
combining the Long-range No Project volumes with the site -generated trips for the
proposed project aggregate, concrete and asphalt production.
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EXISTING CONDITIONS
Existing Conditions within the Study Area
The purpose of this section is to document the existing conditions within the study area
for the proposed project.
Land Use
The site for the proposed project is predominantly vacant agricultural land with a few oil
wells and an abandoned farm house and zoned AG, Agriculture. The site is bound by
Highway 66 to the north, WCR 19 and agricultural property to the east, WCR 28 and
agricultural property to the south and WCR 17 and an existing gravel pit (Varra) to the
west. Miller Farms, a tourist farm1, is located immediately to the east at the southeast
corner of Highway 66 & WCR 19. The surrounding area is mostly in use for agricultural
purposes with oil wells scattered on many of the neighboring properties.
Existing Roadways
As shown on the site plan, the site will be directly accessed from State Highway 66. The
following is a list of the surrounding streets, their functional classification, and general
geometry.
Highway 66 is an east -west state highway that runs from Lyons to Platteville. It provides
access to US 85 east of the site and 1-25 west of the site. The highway serves as a
connection between 1-25 and US 85 for many farms and ranches along its length. It has
one lane in each direction in the vicinity of the site and is posted at 65 mph.
Weld County Road (WCR) 19 is a north -south, two-lane road within Weld County that
provides access for agricultural uses primarily. It is designated as an arterial south of
Highway 66 and a collector north of the highway. The roadway extends from WCR 34 to
168th Avenue near Thornton and it is posted at 55 mph within the study area.
Weld County Road (WCR) 13 is a north -south, two-lane road within Weld County that
provides access for agricultural and residential uses primarily. It runs parallel to 1-25 and
connects the Firestone and Frederick communities south of the site to Highway 66 and
communities to the north. It is posted at 45 mph within the study area.
Interstate 25 is an interstate freeway extending from Interstate 90 in Buffalo, Wyoming
to Interstate 10 in Las Cruces, New Mexico. Through the Colorado, it is the primary north-
south freeway connecting communities throughout the Front Range including Fort Collins,
Denver and Colorado Springs. It has a grade -separated, diamond interchange with
Highway 66 providing signalized intersections at its northbound and southbound ramps.
It is posted at 75 mph in the vicinity of Highway 66.
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Study Area Intersections
The project study area intersections were identified through conversations with CDOT
staff and input from the Town of Mead. The study area includes the following
intersections:
• State Highway 66 & 1-25 Southbound Ramps
• State Highway 66 &I-25 Northbound Ramps
• State Highway 66 & Weld County Road 13
• State Highway 66 & Varra / Site Access
• State Highway 66 & Weld County Road 19
These intersections have been analyzed for level of service (LOS) for the weekday AM &
PM peak hours and forms the basis of this document.
Traffic Control and Descriptions
State Highway 66 & 1-25 Southbound Ramps is a signalized intersection with the
following lane configuration: State Highway 66 forms the eastbound and westbound
approaches. The westbound approach has two left turn lanes and two through lanes. The
eastbound approach has three through lanes and a channelized right turn lane. The
channelized right turn has a yield sign for traffic to merge onto the southbound on -ramp.
The southbound approach has one left turn lane, a shared left -through lane and a
channelized right turn lane. The channelized right turn lane discharges into a westbound
acceleration lane. The westbound and southbound left turns operate with protected
(arrow) only phasing. Pedestrian crossings are provided on three legs (north, west and
south). There is no pedestrian crossing for the east leg. There are video cameras in place
for vehicle detection and the signal operates with actuated phasing.
State Highway 66 & 1-25 Northbound Ramps is a signalized intersection with the
following lane configuration: State Highway 66 forms the eastbound and westbound
approaches. The eastbound approach has two left turn lanes and two through lanes. The
westbound approach has three through lanes and a channelized right turn lane. The
channelized right turn has a yield sign for traffic to merge onto the northbound on -ramp.
The northbound approach has one left turn lane, a shared left -through lane and a
channelized right turn lane. The channelized right turn lane discharges into an eastbound
acceleration lane. The eastbound and northbound left turns operate with protected
(arrow) only phasing. Pedestrian crossings are provided on three legs (north, east and
south). There is no pedestrian crossing for the west leg. There are video cameras in place
for vehicle detection and the signal operates with actuated phasing.
State Highway 66 & Weld County Road 13 is a signalized intersection with the following
lane configuration: State Highway 66 forms the eastbound and westbound approaches.
Each of these approaches has one left turn lane and a shared through -right lane. The
northbound and southbound approaches each have a single lane (left -through -right). The
eastbound and westbound left turns operate with protected -permissive phasing, which
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15 Brannan I Ready Mix — NIX Site
operates with an arrow followed by a green ball (yield to oncoming traffic). There are no
pedestrian crosswalks, push buttons or signals for any of the legs. There are video
cameras in place for vehicle detection and the signal operates with actuated phasing.
State Highway 66 & Varra Site Access is an unsignalized, stop -controlled intersection.
State Highway 66 forms the eastbound and westbound approaches with one through lane
in each direction. The eastbound approach also provides a right turn deceleration lane.
The Varra aggregate facility driveway forms the northbound approach, which is stop -
controlled and has one lane in each direction. A private driveway for 8553 Highway 66 is
offset to the east approximately 200 -feet, which is unpaved (gravel) and forms the
southbound approach to the intersection.
State Highway 66 & Weld County Road (WCR) 19 is an unsignalized, stop -controlled
intersection. Highway 66 forms the eastbound and westbound approaches with one left -
turn lane, one through lane, and one right -turn lane each. Highway 66 operates freely
without any stop control. WCR 19 is stop -controlled and forms the northbound and
southbound approaches with one approach lane and one receiving lane each way.
The existing geometry at each of the study area intersections is depicted in Exhibit 4,
which follows.
Traffic Volumes and Peak Hours of Operation
Turning movement counts were collected by All Traffic Data at the intersection of SH 66
WCR 19 during the morning (6:00 — 9:00 AM) and afternoon (3:00 — 6:00 PM) peak
periods on November 10, 2021, a Wednesday. Turning movement counts were also
collected at SH 66 & Varra driveway from 5:00 AM to 9:00 PM on this day. The
intersections of SH 66 I-25 and SH 66 & WCR 13 were counted on December 2, 2021.
The Varra driveway had 20 entering (from SH 66) and 22 exiting (northbound approach)
trucks during the AM peak hour. The PM peak for the Varra Driveway occurred after the
aggregate production operation was completed for the day. 24 -hour tube counts were
collected on all approaches of SH 66 & WCR 19 in November 2019. The daily and peak
hour volumes from these counts are shown in Exhibit 5. The raw count data is provided
in the Technical Appendix.
Pandemic Impact
Traffic counts were collected during the OVl D-1 g pandemic, which has impacted traffic
volumes. The 2021 counts were compared to counts that were collected at SH 66 & V NCR
93 in November 2019 and found to be within 5% of the 2019 counts. Therefore, no
adjustment was applied to account for the pandemic impact.
Background Project
Background projects are planned developments that have not yet been constructed.
Therefore, their traffic was not included in the traffic counts and should be accounted for
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16 Brannan / Ready Mix — NIX Site
in future analysis scenarios. No background projects were identified by CDOT or Weld
County in the vicinity of the site to include in this study.
Ambient Traffic Growth
Based on review of DOT's online transportation information system (OTIS), a 20 -year
growth factor of 1.47 is shown for Highway 66 between WCR 13 and WCR 19. This growth
factor corresponds to an annual growth rate of approximately 2.0%. Therefore, a 2.0%
annual growth rate was applied to account for anticipated ambient growth within the study
area. There were no historic counts available for WCR 19 or WCR 13 so the 2.0% was
also applied to these roadways.
Planned Transportation improvements
There are no known planned transportation improvements in the vicinity of the site that
would impact the study area.
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17 Brannan I Ready Mix — NIX Site
EXISTING LEVEL OF SERVICE AND TRAFFIC ANALYSIS
Capacity Analysis (Level of Service)
The existing levels of service at the subject intersections were calculated using the
methods from the Highway Capacity Manual ' f,), 6th Edition as implemented in
Synchro, Version 10. The existing levels of service (LOS) for the intersection within the
study area are summarized on the following table. The existing traffic volumes used for
this report are shown on Exhibit 5.
Table 2 -2021 Existing Intersections Levels of Service
(S)ignalized
(U)nsignalized
Approach
or
Overall
AM
Peak
PM Peak
INTERSECTION
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66
&1-25
SB Ramps
S
Ovr
16.8
B
14.4
B
Highway 66
&I-25
NB Ramps
S
Ovr
16.6
B
18.3
B
Highway 66 & X11 c
R 13
S
Ovr
14.9
B
24.2
C
Highway & ' a rra Driveway
U
NB
SB
21.2
C
D
18.6
27.1
C
D
30.4
Highway 66 & WCR
19
U
NB
SB
24.4
C
E
30.3
29.3
D
D
404
Level of service (LOS) D should be used as a guideline to maintain overall operations of
signalized intersections and unsignalized intersection approaches. Mitigation measures
should be considered for overall signalized intersections or unsignalized approaches
reported to be operating at LOS E or F.
As shown in the table above, the southbound approach of Highway 66 & WCR 19 is
currently operating at LOS E during the AM peak hour. This is largely due to the traffic
volume on Highway 66, which does not provide many adequate gaps for traffic from WCR
19 to make their maneuver. The intersection has left -turn deceleration lanes, right -turn
deceleration lanes and acceleration lanes on Highway 66. The northbound approach has
a significant right turn volume and may justify installation of an exclusive right turn lane
on this approach. The intersection was evaluated for traffic signal warrants as presented
in the Manual on Uniform Traffic Control Devices. The signal warrant analysis is detailed
in the following section. This intersection is identified on the Colorado Department of
Transportation's Access Control Plan for Highway 66 as being signalized in the future.
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19 Brannan I Ready Mix — NIX Site
Signal Warrant nOi
As requested by CDOT, OT, the existing intersection of Highway 66 & W C R 19 was evaluated
for traffic signal warrants using the criteria set forth within the Manual on Uniform Traffic
Control Devices (MUTCD). The MUTCD provides nine separate warrants (shown below)
for evaluating the need for signalization at intersections.
Warrant 1, Eight -Hour Vehicular Volume
Warrant 2�, Four -Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7 a Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
For the intersection being evaluated, several of the Warrants do not apply. Warrants 1, 2
and 3 apply and were evaluated for these intersections.
Intersection Approach Volumes
The estimated hourly volumes for the intersection are shown below. No passenger -car -
equivalent factor for the trucks is applied for this analysis as the warrants are based on
vehicular volume. Right turns are removed from the eastbound and westbound approach
volumes as these approaches have a right turn lane and the movement does not
significantly impact the operation of the intersection. The MUTCD allows engineering
judgment for consideration of subtracting right turning traffic from the minor street
approach volume. The WCR 19 northbound approach is experiencing high right turning
volume for this scenario. Since a large portion of the right turns are multi -unit trucks
without an exclusive lane, the right turns were included in the warrant evaluation.
24 -hr counts along the approaches to SH 66 & WCR 19 were collected in 2019. Six hours
of turning movement counts were also collected at this intersection in 2021. Since the
2019 counts, the northbound approach volumes have increased significantly. Therefore,
the 2021 counts were utilized where possible. Additional traffic data may need to be
collected to properly evaluate the 8 -hour warrant. A two-year ambient growth was applied
to the 2019 counts.
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20 Brannan I Ready Mix — NIX Site
Table 3- Hi ' hwa 66 & WCR 19 Hourl u rl Volumes
Time
NB
BB
ELF
B
Hwy
Total
66
Intersection
Total
5:00
7
6
360
424
754
767
6:00
70
24
320
627
947
1,041
7:00
98
40
360
589
949
1,087
8:00
` 72
22
258
431
_
689
783
9:00
11
16
301
362
637
663
10:00
16
21
302
282
561
596
11:00
14
14
301
336
612
638
12:00
17
11
300
330
605
632
13:00
10
12
325
359
657
679
14:00
18
10
357
349
_
678
705
15:00
142
21
450
371
_
821
984
16:00
172
28
534
436
970
1,170
17:00
139
20
509
445 _
954
1,113
18:00
11
4
393
368
732
747
19:00
4
3
214
168
367
374
20:00
3
3
176
133
297
303
Warrant 1 — Eight -hour Vehicle Volume
Legend
Peak Hour
Peak 4 -hour
Peak 8 -hour
Warrant 1 is split into three separate warrants, Warrant 1, 1 A and 1B. IA and 1B are
satisfied when, for each of any 8 hours of an average day, the traffic volumes given in the
tables below exist on the major street and on the higher -volume minor street approach to
the intersection. Warrant I is satisfied if 80% of I A and 1 B are satisfied.
Warrant 1A
Number of lanes for moving
traffic on each approach
Vehicles
major street
both approaches)
per hour on
(total of
Vehicles
volume
(one
per hour on
minor -street approach
direction ion only)
higher
-
Major
Street
Minor Street
1
1
500
150
2 or more
1
600
150
2 or more
2 or more
600
200
1
2 or more
500
200
Warrant 1B
Number of lanes for moving
traffic on each approach
Vehicles
major street
both approaches)
per hour on
(total of
Vehicles
volume minor
(one
per
direction
hour on
-street approach
only)
higher
-
Major Street
Minor Street
1
1
750
75
2 or more
1
900
75
2 or more
2 or more
900
100
1
2 or more
750
100
When the 85th percentile speed of the major street exceeds 40 mph in either an urban or
rural area, or when the intersection lies within the built-up area of an isolated community
having a population less than 10,000, the minimum vehicular volume warrant is 70
percent of the requirements above. This is the case for this intersection, which have a
speed limit of 65 mph on Highway 66 and 55 mph on WCR 19.
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21 Brannan I Ready Mix — NIX Site
Based on the volumes shown in Table 3 and the thresholds displayed above, none of
these warrants (1 A, I B, 1) are currently met.
Warrant 2 — Four -Hour Vehicle Volume
The Four -Hour Volume Warrant is satisfied when each of any four hours of an average
day the vehicles per hour on the major street (total of both approaches) and the
corresponding vehicles per hour on the higher volume minor street approach (one
direction only) all fall above the curve in Figure 4C-2 for the existing combination of
approach lanes.
w
2
400
O
L11 a.
0,
0_ 2'00
0_
ct
100
0
FIGURE 4C-2. FOUR HOUR VOLUME WARRANT
(Community less than 10,000 or above 40 mph on major street)
300 +
2 OR MORE LANEg & 2 OR MORE LANE
1 LANE &, 1 LANE ,
4-- +
2 OFk M014
AN ES & 1 L,N E
-I-
H
-1-
80
180
600 700 800 9000 1300 1100 1201) 1300 1400 1503 1607 1700 1800
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
*Note- 30 vph applies as the lower threshold volume for a minor street
approach with two or more lanes and 60 vph applies as the lower threshold
volume for a minor street approach with ono or lane.
c Peak Four Hours
As shown above, all of the peak four hours fall above the plotted line. Therefore, Warrant
2 is met for the existing condition for the Highway 66 & \NCR 19 intersection.
Warrant 3
Warrant 3 is split into two warrants, Warrant 3A (Peak Hour Delay) and Warrant 3B (Peak
Hour Volume). The peak hour delay warrant (3A) is satisfied when the total delay
experienced by the traffic on one minor street approach controlled by a stop sign equals
or exceeds four vehicle -hours for a one -lane approach and five vehicle -hours for a two-
lane approach. The volume on the minor street approach must exceed 100 vehicles per
hour (vph) for a one -lane approach or 150 vph for a two-lane approach. Also, the total
entering volume for the intersection exceed 800 vph for a four -leg intersection or 650 vph
for a tee intersection.
The peak hour delay on the northbound approach exceeds the four vehicle -hour
threshold. Therefore, warrant 3A is met for this intersection.
The peak hour volume warrant is satisfied when the plotted point representing the
vehicles per hour on the major street (total of both approaches) and the corresponding
vehicles per hour of the higher volume minor street approach (one direction only) for one
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22 Brannan I Ready Mix — NIX Site
hour (any four consecutive 15 -minute periods) of an average day falls above the curve in
Figure 4O-4 for the existing combination of approach lanes.
FIGURE 4C-4. PEAK HOUR VOLUME WARRANT
(Community less than 10,000 or above 40 mph on major street)
500
w 400
W
I>
= 200
I
C X00
CC
O
z 0
400
-r
2 CSR
MORE
LANES
& 2 OR
MORE
LANE
L.....
2 OS
MORE
LANES
& 1 LANE
1
LANE &
1 LANE
*100
+75
500 600 700 800 900 1000 1100 1200 1300 1400
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
Note: 1C0 vph applies as the lower threshold volume for a minor street
approach with two or more lanes and 75 ''ph applies as the lower threshold
volume for a minor street approach with one or lane
o Peak Hour
As shown above, the peak hour falls above the plotted line. Therefore, Warrant 3 is met
for this intersection.
Other Warrants
Warrant 4 was not evaluated as a low to moderate amount of pedestrian activity was
observed at these intersections.
Warrant 5 was not evaluated as the intersections are not within a school zone or in close
proximity to a schoo
I
Warrant 6 was not evaluated as the intersection is not near any other traffic signals. The
closest traffic signalized intersection to this intersection is at Highway 66 & WCR 13,
which is three miles away.
Warrant 7 was not evaluated due to a lack of usable crash data for this area.
Warrant 8 provides justification for installing a traffic signal at some intersections to
concentrate traffic flow on a roadway to create gaps in traffic at upstream unsignalized
intersections. This intersection could qualify for this since there is not another traffic signal
for three miles to break up platoons of vehicles and the volume of traffic on Highway 66
does not allow for many gaps.
Warrant 9 relates to railroad proximity. This intersection is not in close proximity to an at -
grade railroad crossing.
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23 Brannan / Ready Mix — NIX Site
Of the three warrants evaluated, two of the volume warrants are currently met. Therefore,
a traffic signal should be considered for installation at this intersection to improve the
safety, improve capacity, and decrease delay.
Highway 66 & WCR 19 — Existing Conditions Signal Warrant Summary
Warrant' A— Eight -hour
Warrant 1B — Eight -hour .
Warrant Al (80% of 1Aand 1B)......
Warrant 2 — Four-hour
Warrant 3A — Peak Delay . .
Warrant 3B — Peak Volume
Not Met
Not h. Het
Not Met
Met
Met
Met
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24 Brannan / Ready Mix — NIX Site
TRIP GENERATION AND DISTRIBUTION
Trip Generation
The proposed Brannan aggregate facility will mine rock, gravel and sand material on site
and distribute to concrete plants, asphalt facilities and construction sites along the front
range.
The Trip Generation Manual, 10th ✓Edition published by the Institute of Transportation
Engineers (ITE) is typically used to determine the number of trips generated by a
proposed land use. The purpose of the Trip Generation anual (TGM) is to compile and
quantify empirical trip generation rates for specific land uses within the US, UK and
Canada. However, this project is unique and not covered by the TGM. Truck data based
on the facility production and data from other similar aggregate, concrete and asphalt
production facilities was used.
Aggregate Production Trips
Brannan has supplied estimated traffic data for the aggregate portion of the site based on
daily average and peak aggregate sales (tons per day), payload averages (tons per load),
number of vendors and number of employees. Average and peak daily sales are
estimated to be 9,000 and 14,000 tons per day respectively. At an average payload of 28
tons per vehicle, this corresponds to 321 average and 500 peak daily trucks to move the
aggregate. Approximately 4 vendors/contractors and 20 employees per day are
anticipated to visit the site. The following table depicts this information, which was used
to derive peak hour trips entering and exiting the site associated with the aggregate
production operation.
Table 4 — Aggregate Production Trip Generation Estimate
Aggregate Sales
Tons
Payload
(tons#veh)
Trips
Entering
Exiting
Total
Daily Average
9,000
28
321
321
642
Daily Peak
14,000
28
500
500
1,000
Peak Hour
1,400
28
50
50
100
Aggregate
Operations
#
Visits /
Day
Entering
Exiting
Total
Vendors
4
1
4
4
8
Employees
20
1
20
20
40
Aggregate sales are anticipated to start around from 6:00-7:00 AM and end around 3:00-
4:00 PM. Trucks will enter unloaded and exit the site loaded between these times
throughout the day. During the AM peak (6:00-7:00) employees will arrive, but will leave
after the end of the sales day thus not impacting the PM peak. Vendors/contractors are
anticipated to arrive / depart at off-peak times during the day. Therefore, the AM peak for
the aggregate production is anticipated to include 50 trucks and 20 passenger cars
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26 Brannan / Ready Mix — NIX Site
entering and 50 trucks exiting. PM peak traffic generation is anticipated to be 50 entering
trucks and 50 exiting trucks.
Concrete Production Trips
Estimated traffic data was also supplied for the future concrete and asphalt production
portion of the site. The traffic for the concrete production is based on estimated average
and peak daily sales (yards per day), average payload (yards per truck), number of
vendors and employees and amount of import material (cement) required. Average and
peak daily sales are estimated to be 341 and 512 yards per day respectively. At an
average payload of 8 yards per vehicle, this corresponds to 43 average and 4 peak daily
trucks to move the concrete. Approximately one vendor/contractor and 14 employees per
day are anticipated to visit the site. The following table depicts the breakdown of the trips
associated with the future concrete production portion of the site.
Table 5 - Concrete Production Trip Generation Estimate
Concrete Sales
Yards
Payload
(yardslveh)
Trips
Entering
Exiting
Total
Daily Average
341
8
43
43
6
Daily Peak
512
8
64
64
128
Peak Hour
43
8
6
6
12
Concrete
Operations
#
visits if
Day
Entering
Exiting
Total
Vendors
1
1
1
1
2
Employees
14
1
14
14
28
Concrete
Import
Material
Material per
Load of
Concrete
Loads
Entering
Exiting
Total
Daily
Average
0.45
19
19
19
38
Daily
Peak
0.45
29
29
29
58
The concrete production will have ten (10) concrete trucks to deliver the product. These
trucks will be stored overnight on site so that in the morning these trucks will be loaded
and exit the site for their delivery (only counting as an exit trip). They will return and leave
several times throughout the day, ultimately returning at the end of the day and parking
the truck for the night. Import materials are anticipated to be delivered at off-peak times
and will not impact the peak hour of operations. During the AM peak, employees will arrive
and the 10 concrete trucks will depart. During the PM peak, the 10 concrete trucks will
return and employees will leave. Therefore, the AM peak for the concrete production is
anticipated to include 14 passenger cars entering and 10 trucks exiting. During the PM
peak, the concrete production is anticipated to have 10 trucks entering and 14 passenger
cars exiting.
As
Dhalt Production Trios
Traffic data was also supplied for the future asphalt production portion of the site based
on a similar operating Brannan facility along 1-76. Asphalt production is seasonal as many
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27 Brannan / Ready Mix — NIX Site
months of the year are not suitable for paving due to cold temperatures. During normal
operation from May to September, the 1-76 asphalt facility produces 500-3,500 tons per
day with an average of approximately 2,000 tons per day. Production during the high end
of this range (3,500) is most commonly associated with a daily production that include
night -paving projects, which means the traffic is spread out over a longer duration.
Payload for asphalt trucks is approximately 18 tons per truck, which means the average
daily trucks anticipated is approximately 110 (220 trips).
Similar to concrete, asphalt requires a certain amount of imported materials to produce
the product. For this site, the aggregate comprises approximately 45% of the material to
make asphalt, which means approximately 55% of the material needs to be imported
(1,+100 tons) . Material truck payload is approximately 28 tons per truck, resulting in 40
trucks per day. Import materials are anticipated to be delivered at off-peak times. The
following table depicts the breakdown of the trips associated with the future asphalt
production portion of the site.
Table — Asphalt Production Trip Generation Estimate
Asphalt
Sales
Tons
Payload
(tons/veh)
Trips
Entering
Exiting
Total
Daily Average
2,000
18
110
110
220
Daily Peak
3,500
18
194
194
388
Peak
Hour
200
18
11
11
22
Asphalt
Operations
Visits
/
Day
Entering
Exiting
Total
Vendors
1
1
1
1
2
Employees
9
1
9
9
18
Asphalt
Import
Material
Load
Material
of Asphalt
per
Loads
Entering
Exiting
Total
Daily Average
0.55
40
40
40
80
Daily Peak
0.55
69
69
69
138
The asphalt production will provide up to four (4) Brannan trucks with nine (9) total
employees. The remaining asphalt trucks will be made up of independent (non -Brannan)
vendors or Brannan trucks based out of a different location. During the AM peak, the nine
employees will arrive along with approximately seven (7) vendor / non -site asphalt trucks
and 11 asphalt trucks will depart. During the PM peak, the 11 asphalt trucks will return
and nine (9) employees will leave along with seven (7) asphalt trucks. Therefore, the AM
peak for the asphalt production is anticipated to include 9 passenger cars and 7 trucks
entering and 11 trucks exiting. During the PM peak, the asphalt production is anticipated
to have 11 trucks entering, 7 trucks exiting and 9 passenger cars exiting.
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28 Brannan I Ready Mix — NIX Site
Table 7 — Peak Hour Site -Generated Trips
Site (Truck
/ Passenger Car)
AM
Peak
Hour
PM
Peak
Hour
in
Out
Total
I In
Out
Total
Aggregate
Truck
Trips
50
50
100
50
50
100
Aggregate
Passenger Car Trips
20
0
20
0
0
0
Concrete
Truck
0
10
10
10
0
10
Trips
Concrete Passenger Car Trips
14
0
14
0
14
14
Asphalt Truck Trips
7
11
18
11
7
18
Asphalt
Passenger Car Trips
9
0
9
0
9
9
Total
Truck
Trips
57
71
128
71
57
128
Total
Passenger Car Trips
43
0
43
0
23
23
Trip Types
Nearly all developments are made up of the following six trip types: new (destination)
trips, pass -by trips, diverted trips, shared (internal) trips, multi -modal (non -vehicular) trips,
and transit -oriented trips. In order to better understand the trip types available for land
access and how they relate to this project, a description of each specific type follows.
New (Destination) Trips — These types of trips occur to access a specific land use such
as a new retail development or a new residential subdivision. These types of trips will
travel to and from the new site and a single other destination such as home or work. This
is the only trip type that will result in a net increase in the total amount of traffic within the
study area. The reason primarily is that these trips represent planned trips to a specific
destination that never took trips to that part of the city prior to the development being
constructed and occupied This project will develop new trips.
Pass -by Trips — These trips represent vehicles which currently use adjacent roadways
providing primary access to new land uses or projects. These trips, however, have an
ultimate destination other than the project in question. They should be viewed as drop -in
customers who stop in on their way home from work. A good example is a quick stop at
the grocery store to pick up an ingredient for dinner on the way home from work or at a
latte stand to grab a coffee on the way to work. This can make this trip pre -determined,
but the stop is still on the way by. Another example would be on payday, where an
individual generally drives by their bank every day without stopping, except on payday.
On that day, this driver would drive into the bank, perform the prerequisite banking and
then continue home. In this example, the trip started from work with a destination of
home, however on the way, the driver stopped at the grocery store/latte stand andior bank
directly adjacent to their path. Pass -by trips are most always associated with
commercial/retail types of developments. Therefore, pass -by trips are not anticipated for
this project due to the type of development.
Diverted (Linked) Trips - Diverted trips are like pass -by trips, but diverted trips occur
from roadways that do not provide direct access to the site. Instead, one or more streets
must be utilized to get to and from the site. Similar to pass -by trips, diverted trips are
CivTrans Engineering Inc.
29 Brannan / Ready Mix — NIX Site
most always associated with commerciallretail type developments. Diverted trips for this
project could occur from US 5, WCR 19 or1-25. However, given the type of development,
which is industrial - mining, diverted trips are not expected.
Shared Trips - Internal trips are the portion of trips generated by a mixed -use
development that both begin and end within the development. When estimating trip
generation for a development with several uses, each use will generate its own trips. If
those trips occur between two of the onsite uses without using the external roadway
system, it is considered a shared or internal trip. This trip type reduces the number of new
trips generated on the public road system and is most commonly used for commercial or
mix -use developments. Determining these trip types is more difficult to quantify and
without specific guidance are usually determined by engineering judgment on a project -
by -project basis. For this project, the aggregate and concrete production facilities are the
only uses on the site. Therefore, no shared (internal) trip reduction was applied to this
project.
Multi -Modal Trips - These are non -vehicular trips to and from the site, mostly comprised
of pedestrian and bicycle trips. Generally, they are local trips from the surrounding
neighborhood or adjacent businesses. If a development is in an area with a high amount
of bicycle and pedestrian activity, such as a downtown setting or college campus, a
reduction of vehicular trips would be anticipated. During the traffic count and field
observation, no bicycles or pedestrians were seen in the vicinity of the site. There is no
pedestrian sidewalk infrastructure in the vicinity the site that would make accessing the
site easy for pedestrians and bicycles. Also, the site is very remote from other urban
development. Therefore, the amount of pedestrian and bicycle activity for the site is
anticipated to be negligible and no reduction of vehicular trips was applied.
Transit Trip - The Denver Metro area is served by Regional Transportation District (RTD)
with public bus and light rail. However, there is not a bus stop or light rail station near the
site. Due to the distance to available transit, no transit reduction was applied.
Based on the various trip types depicted above and the nature of the proposed project,
no reductions were applied to the trip generation estimates shown in Tables 4, 5, 6 and
7.
Passenger Car Equivalent
Passenger car equivalent is a unit used to represent the impact of large vehicles on a
roadway. Trucks take more time to turn, start and stop at intersections and take up more
space when queued up. To account for the turning and stop -controlled trucks at study
area intersections anticipated for this project and equate them to passenger cars, a factor
of 3.0 was multiplied by the number of trucks for the passenger car equivalent. Therefore,
the 102 peak hour truck trips for the aggregate production are estimated to be equal to
the impact of 306 passenger cars at the site access. At other study area intersections
where the trucks are through movements, no passenger -car -equivalent factor was
applied. This factor was only applied for capacity analysis and not applied to the traffic
CivTrans Engineering Inc.
30 Brannan / Ready Mix — NIX Site
signal warrant evaluation as the Manual on Uniform Traffic Control Devices bases volume
warrants on vehicles and not passenger cars.
Trip Distribution
The traffic associated with the project is expected to be made up of commuter trips,
material import trucks and aggregate, concrete and asphalt trucks delivering to
construction sites. The aggregate trucks initially will exclusively serve Brannan concrete
and asphalt facilities in the region. Eventually, the aggregate may include sales outside
of Brannan. Concrete and asphalt trucks will distribute mostly to project sites along the
front range in the vicinity of the site from north Denver -metro to Loveland and Greeley.
Therefore, the directional distribution for the aggregate production is anticipated to differ
from concrete and asphalt production.
The directional distribution for how site -generated trips would access the development
were based on discussions with the owner on their anticipated service area and customer
demand. The resulting trip distribution for the area was determined to be the following:
Aggregate Production
• WCR 19 north/south of the site — less than 1 %
• Highway 66 west of the site — 30%
WCR 17 north/south of the site — less than 1%
1-25 north of Highway 66 — less than 1%
1-25 south of Highway 66 — 30%
o Highway 66 west of 1-25 — less than 1
• Highway 66 east of the site - 70%
Concrete / Asphalt Production
• WCR 19 north/south of the site - less than 1
• Highway 66 west of the site — 30%
o WCR 17 north/south of the site — less than 1%
f_ 1-25 north of Highway 66 —10%
1-25 south of Highway 66 - 15%
Highway 66 west of 1-25 — 5%
• Highway 66 east of the site — 70%
Employee vehicles are anticipated to distribute similar to other commuter trips in the
area, which is estimated to be approximately 50% west and 50% east of the site,
oriented towards 1-25 and US 85. At the freeways beyond the site access, employee
trips are anticipated to distribute similar to existing travel patterns. These trip
CivTrans Engineering Inc.
31 Brannan I Ready Mix — NIX Site
distribution percentages are illustrated in Exhibit 6, The site access trip distributions
for the project are provided in Exhibits 7 to 10 for the project.
CivTrans Engineering Inc.
32 Brannan I Ready Mix — NIX Site
FUTURE YEAR TRAFFIC IMPACT ANALYSIS
Level of service calculations for the Short Term (Year 2024), Mid -Range (Year 20 27) and
Long-range (Year 2041) conditions assumed that the existing traffic volumes as shown
on Exhibit 5 experience a background increase above the 2921 volumes at 2.0% per year
along the study area roadways. Two scenarios were examined for the each of the future
conditions, one without the project and one with the project completed. A list of the future
scenarios follows.
• Short-term Condition (Year 2024) without the project
• Short-term Condition (Year 2024) with the aggregate production
• Mid -range Condition (Year 2027) without the project
• Mid -range Condition (Year 20 27) with build out project
• Long-range Condition (Year 2041) without project
• Long-range Condition (Year 2041) with build out project
These scenarios will allow a specific comparison of impacts to the study area.
intersections and allow a determination to be made as to the extent of the project's impact
and if any mitigation measures will be required.
Short-term Conditions (Year 2024) without the project
The traffic volumes for this scenario include the existing (Year 2021) traffic volumes
(Exhibit 5) with three years of ambient growth. The total traffic volumes anticipated under
this condition are shown on Exhibit 11. A summary of the results is shown in Table 8,
which follows.
Table 8 - Year 2024 Levels of Santa without Project
Approach
or
Overall
AM Peak
PM Peak
INTERSECTION
(S)ignalized
(U)nsignaiized
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 &I-25 SB Ramps
S
Ovr
17.1
B
14.5
B
Highway
66 &I-25
NB
Ramps
S
Ovr
18.7
B
18.4
B
Highway 66 & WCR
13
S
Ovr
16.1
B
28.7
C
Highway 66 & Varra
Driveway
U
NB
SB
23.1
33.4
C
D
20.0
C
29.9
D
Highway 66 & WCR
- with signal installed
19
U
S
NB
SB
(Ovr)
29.6
48.4
(10.9)
C
E
(B)
38.7
33.0
(13.7)
E
D
(A)
*Delay and LOS within parentheses is associated with an improvement
With the ambient growth in traffic for the short-term (Year 2024), the intersection of
Highway 66 & WCR 19 is anticipated to fall to LOS E for both the AM and PM peak hours.
CivTrans Engineering Inc.
38 Brannan / Ready Mix — NIX Site
This is due to anticipated ambient growth in traffic over the next three years. This
intersection currently meets traffic signal warrants and should be considered for
signalization by CDOT and/or Weld County. With a traffic signal installed, the intersection
would improve to a LOS B during peak hours.
CivTrans Engineering Inc.
39 Brannan / Ready Mix — NIX Site
Short -Term Condition (Year 2024) with the Project
The traffic volumes included in this scenario include the short-term no -project traffic
volumes as shown on Exhibit 11 with the additional traffic from the aggregate production
portion of the proposed project, as shown on Exhibits 7 and 8. The total traffic volumes
anticipated under this condition are shown on Exhibit 12.
Capacity Analysis (Level of Service)
The intersections were analyzed for capacity, delay and level of service using the latest
version of the Highway Capacity Manual methodologies as implemented within the
Synchro software, version 10. A summary of the results is shown in Table 9, which
follows.
Table 9 - Year 2024 Levels of Service with Project
INTERSECTION
Approach
Overall
or
AM
Peak
PM Peak
(S)ignalized
(U)nsignalized
Delay
LOS
Delay
(sec)
LOS
(sec)
Highway 66 &I-25
SB
Ramps
S
Ovr
18A
B
15.7
B
Highway 66 &1-25 NB Ramps
S
Ovr
18.5
B
18.4
B
Highway 66 & WCR 13
S
Ovr
16.5
B
29.9
C
Highway
- with
66 & Varra
signal
/ Site Access
U
(S)
NB
SB
(Ovr)
178.7
F
92.3
F
78.6
(12.4)
F
(B)
74.4
(12.6)
F
(B)
Highway
-
66
with signal
&
WCR
19
U
(S)
NB
SB
(Ovr)
35.0
E
47.0
37.0
(14.0)
E
E
(B)
57.0
(11.2)
F
(B)
*Delay and LOS shown in parentheses associated with improvements
With the additional traffic generated by the aggregate portion of the proposed project, the
intersection of Highway 66 & WCR 19 is anticipated to fall to LOS F for the AM peak hour
assuming the traffic signal warranted under the existing conditions is not installed. With
the traffic signal installed, this intersection would operate at LOS B or better. The
proposed project is not anticipated to add traffic to the WCR 19 approaches at this
intersection, only through volume on SH 66.
The site driveway is planned to be constructed east of the existing Varra access at
approximately the quarter -section line incorporating the 8553 Highway 66 driveway. The
Varra access will be tied into the new driveway. Assuming no additional turn lanes or a
traffic signal is installed with the construction of the new driveway, the intersection is
anticipated to operate at LOS F during peak hours. With a traffic signal and turn lanes,
the intersection would operate at LOS B or better for peak hours. An auxiliary turn lane
and traffic signal warrant evaluation were completed for this intersection, which are
detailed in the following sections of this report.
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41 Brannan / Ready Mix — NIX Site
The remaining intersections within the study area are anticipated to operate at acceptable
levels of service. The level of service reports for the short-term with the project condition
are provided in the Technical Appendix.
Sight Distance
The CDOT State Highway Access Code (2002) was consulted for determining the
required sight distance for vehicles entering Highway 66 from the site access driveway.
Table 4-2 provides required entering sight distances (in feet) based on the highway
posted speed, number of lanes and design vehicle. Highway 66 has a posted speed of
65 mph through this segment and is a two-lane highway and relatively flat (< 3% grade).
The design vehicle for the Brannan aggregate facility is multi -unit trucks. Based on these
variables, the required entering sight distance is 17105 feet. This sight distance should be
provided for the proposed site access to Highway 66, which is measured 10' back from
the edge of the roadway at a height of 3.5 feet. The oncoming vehicle height is assumed
to be 4.25 feet.
Based on observations during a site visit, there appears to be adequate sight distance for
this access. When developing construction plans for this access, the line of sight (sight
triangle) should be shown on the plans and any plantings or other visual obstructions
within this triangle area should not exceed 3.5 feet in height.
Auxiliary Lane Evaluation
An evaluation was conducted to determine if auxiliary lanes are required at the site access
as a result of the proposed project. The Colorado Department of Transportation (CDOT)
State Highway Access Code (SHAG) (2002) was utilized to determine the need for
auxiliary lanes. Highway 66 has a roadway classification of NR -A (non -rural arterial)
through the 1-25 interchange and R -A (regional highway) through the rest of the study
area including along the site frontage. Highway 66 is posted at 65 mph through the site
access intersection.
The intersection of Highway 66 & Varra Site Access already has an eastbound right turn
deceleration lane along Highway 66, which is approximately 715' with a 3004 taper. This
lane will need to be extended to the new location of the driveway, which will add another
100'-200' storage length for the deceleration lane.
The CDOT access code states the following for category R -A.
"Auxiliary turn lanes shall be installed according to the criteria below.
A left turn deceleration lane with taper and storage length is required for any
access with a projected peak hour left ingress turning volume greater than 10 vph.
The taper length will be included within the required deceleration length.
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42 Brannan / Ready Mix — NIX Site
b) A right turn deceleration lane and taper length is required for any access with a
projected peak hour right ingress turning volume greater than 25 vph. The taper
length will be included within the required deceleration length.
c) A right turn acceleration lane and taper length is required for any access with a
projected peak hour right turning volume greater than 50 vph when the posted
speed on the highway is greater than 40 mph. The taper length will be included
within the required acceleration length. A right turn acceleration lane may also be
required at a signalized intersection if a free -right turn is needed to maintain an
appropriate level of service in the intersection.
d) Right turn deceleration and acceleration lanes are generally not required on
roadways with three or more travel lanes in the direction of the right turn except as
provided in subsection 3.5.
e) A left turn acceleration lane may be required if it would be a benefit to the safety
and operation of the roadway or as determined by subsection 3.5. A left turn
acceleration lane is generally not required where; the posted speed is less than 45
mph, or the intersection is signalized, or the acceleration lane would interfere with
the left turn ingress movements to any other access.
SH 66 & Site Access
Based on the CDOT auxiliary lane requirements listed above, the following applies for the
intersection of SH 66 and the proposed site access. Please note that passenger -car -
equivalents are not applied for auxiliary lane evaluation.
• Westbound left turn traffic volumes are anticipated to be 61 vehicles per hour (vph)
during the AM peak and 36 vph during the PM peak. This exceeds the 10 vph
threshold, which indicates a left turn deceleration lane would be required.
• Eastbound right turn traffic volumes are anticipated to be 41 vph during the AM
peak hour and 17 vph during the PM peak hour. The AM peak hour volume
exceeds the 25 vph threshold, which indicates a right turn deceleration lane would
be required.
• Northbound right turn traffic volumes are anticipated to be 56 vph during the AM
peak and 52 vph during the P peak, which exceeds the 50 vph threshold.
Therefore, a right turn acceleration lane would be required assuming the
intersection is not signalized. To allow for right -turn -on -red operation at a
signalized approach, the acceleration lane would be required.
• A left turn acceleration lane would be beneficial for this access assuming a traffic
signal is not installed. The highway speed exceeds 45 mph. There are not
substantial eastbound left turns at the intersection requiring a turn lane and the
level of service for the northbound approach would benefit from a two -stage
movement.
For a posted speed of 65 mph, based on table 4-6 within the CDOT SHAC, a right turn
deceleration length of 800' with a transition taper of 25:1 should be used in designing the
deceleration lane. The taper length is included within the required deceleration length.
For a 12' wide lane, the deceleration lane would need to provide 500' of full -width lane
CivTrans Engineering Inc.
43 Brannan I Ready Mix - NIX Site
and 300' of taper to meet the 800' requirement. The eastbound right turn deceleration
lane already provides over 700' of full -width lane at the Varra access. Therefore, this turn
lane just needs to be extended to the new site access to meet the CDOT deceleration
lane requirements.
For a left turn deceleration lane, deceleration length plus storage must be provided.
Storage lengths are based on turning vehicles per hour and found in Table 4-8 of the
SHAC. Passenger -car -equivalents are used for this calculation. For 153 vph, a storage
length of 200' should be provided to accommodate the aggregate production, which is in
addition to the 800' required for deceleration. Therefore a 700' full -width lane should be
provided with 300' of taper (25:1) for the westbound left turn deceleration lane. The
addition of concrete and asphalt trucks are not anticipated to require a longer lane.
Acceleration lane length requirements at the site access are 1,380', which include a 25:1
taper. Therefore, 12 -wide left turn and right turn acceleration lanes should provide 1,080'
of full -width lane plus a 300' taper. If a traffic signal is installed, the acceleration lane may
be required to allow right -on -red operation.
SH66&WCR 19
Auxiliary turn lane requirements were also evaluated for the intersection of SH 66 & WCR
19. This intersection currently has left and right turn deceleration lanes for both directions
on SH 66 and appear to meet CDOT deceleration lane length requirements. Right turn
acceleration lanes are also provided for the northbound and southbound right turns.
These lanes are approximately 1000' (including taper) on westbound and eastbound
Highway 66, which are approximately 380' short of the current CDOT standard. Based on
the right turn volume from the northbound and southbound approaches, the northbound
right turn volume exceeds the 50 vph threshold for requiring a right turn acceleration lane,
but the southbound right turn volume does not. There are no left turn acceleration lanes.
Due to the volume of left turns from Highway 66, left turn acceleration lanes would
interfere with the operation of the eastbound and westbound left turn lanes at the
intersection.
Signal Warrant Analysis
The intersection of Highway 66 & Brannan site access was evaluated for traffic signal
warrants using the criteria set forth within the Manual on Uniform Traffic Control Devices
(MUTCD). The MUTCD provides nine separate warrants (shown below) for evaluating
the need for signalization at intersections.
Warrant 1, Eight -Hour Vehicular volume
Warrant 2, Four -Hour Vehicular volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
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44 Brannan / Ready Mix — NIX Site
Warrant 7, Crash Experience
Warrant 8, Roadway Network
Warrant 9, Intersection Near a Grade Crossing
For the intersections being evaluated, several of the Warrants do not apply. Warrants 1,
2, and 3 apply and were evaluated for these intersections.
Intersection Approach Volumes
The estimated hourly volumes for the intersection are shown below. These include a
three-year ambient traffic growth at 2.0% per year (6% total) and the anticipated project
traffic associated with the aggregate production. No passenger -car -equivalent factor for
the trucks is applied for this analysis as the warrants are based on vehicular volume. Right
turns are removed from the eastbound approach volumes as this approach has a right
turn lane and the movement does not significantly impact the operation of the intersection.
The MUTCD allows engineering judgment for consideration of subtracting right turning
traffic from the minor street approach volume. The proposed Brannan site access
northbound approach is anticipated to experience high right turning volume for this
scenario. Since the right turns are predominately multi -unit trucks without an exclusive
lane, the right turns were included in the warrant evaluation.
Table 10 - Highway 66 & Site Access Hourly Volumes for Short-term Build Condition
Time
NB
SB
EEC
B
Total
Hwy
66
Intersection
Total
5:00
0
0
194
401
595
595
6:00
79
0
375
706
1081
1160
7:00
89
1
397
368
765
855
8:00
75
0
284
510
794
869
9:00
85
1
287
432
719
805
10:00
84
0
262
365
627
711
11:00
85
0
336
329
665
750
12:00
84
0
305
380
685
769
13:00
80
2
365
368
733
815
14:00
73
0
399
413
812
885
15:00
65
0
391
451
842
907
16:00
24
0
617
489
1106
1120
17:00
2
0
530
481
1011
1013
18:00
0
0
340
238
578
578
19:00
1
0
179
146
325
326
20:00
0
0
112
122
234
234
Warrant 1 — Eight -hour Vehicle Volume
Legend
Peak Hour
Peak 4 -hour
Peak 8 -hour
Warrant el is split into three separate warrants, Warrant '1, -1A and 1 B. eIA and 1B are
satisfied when, for each of any 8 hours of an average day, the traffic volumes given in the
tables below exist on the major street and on the higher -volume minor street approach to
the intersection. Warrant I is satisfied if 80% of -1A and -1B are satisfied.
CivTrans Engineering Inc.
45 Brannan / Ready Mix — NIX Site
Warrant -1A
Number
traffic
of lanes for
on each approach
moving
Vehicles
major street
both approaches)
per hour on
(total of
Vehicles
volume minor
(one
per hour on
-street approach
direction only)
higher
-
Major
Street
Minor Street
1
1
500
150
or more
1
600
150
2 or more
2 or more
600
200
1
2 or more
500
200
Warrant 1B
Number of lanes for
traffic on each approach
moving
Vehicles
major street
both approaches)
per hour on
(total of
Vehicles
volume minor
(one
per hour on
-street approach
direction only)
higher
-
Major
Street
Minor Street
1
1
750
75
2 or more
1
900
75
2 or more
2 or more
900
100
1
2 or more
750
100
When the 85th percentile speed of the major street exceeds 40 mph in either an urban or
rural area, or when the intersection lies within the built-up area of an isolated community
having a population less than 10,000, the minimum vehicular volume warrant is 70
percent of the requirements above. This is the case for these intersections, which have a
speed limit of 65 mph on Highway 66 and 55 mph on VVCR 19.
Based on the volumes shown in Table 9 and the thresholds displayed above, warrant 1 B
is anticipated to be met for the site access. Warrants -1A and 1 are not anticipated to be
met.
Warrant 2— Four -Hour Vehicle Volume
The Four -Hour Volume Warrant is satisfied when each of any four hours of an average
day the vehicles per hour on the major street (total of both approaches) and the
corresponding vehicles per hour on the higher volume minor street approach (one
direction only) all fall above the curve in Figure 4C-2 for the existing combination of
approach lanes.
CivTrans Engineering Inc.
46 Brannan / Ready Mix — NIX Site
FIGURE 4C-2. FOUR HOUR VOLUME
0 (Community less than 10,000 or above 40 mph
o 400
WARRANT
on major street)
*80
*60
f
a
eL
2 OR MORE
LANES
& 2 OR MORE
LANE'g
w 300
t1
> n
LANE&1LANE
"...............
w �0
2 OR
MORE LANES
& 1 LE
2
IL 1 00
rx
—
0 6C0
z
3
'°Note: B0 vph applies
approach with two
volume for a minor
700
as the lower
or more lanes
street approach
800
threshold
and 60 vpli
with one
900
volume for a
applies as the
or lane_
1000
MAJOR
minor street
lower threshold
1100
STREET
1200
- TOTAL OF
1300
BOTH APPROACHES
1400
1500
('KPH)
1600
1700
1800
O Peak Four Hours
As shown above, all of the peak four hours fall above the plotted line. Therefore, Warrant
2 is met for the short-term build condition for the site access to Highway 66.
Warrant 3
Warrant 3 is split into two warrants, Warrant 3A (Peak Hour Delay) and Warrant 3B (Peak
Hour Volume). The peak hour delay warrant (3A) is satisfied when the total delay
experienced by the traffic on one minor street approach controlled by a stop sign equals
or exceeds four vehicle -hours for a one -lane approach and five vehicle -hours for a two-
lane approach. The volume on the minor street approach must exceed 100 vehicles per
hour (vph) for a one -lane approach or 150 vph for a two-lane approach. Also, the total
entering volume for the intersection exceed 800 vph for a four -leg intersection or 650 vph
for a tee intersection.
The peak hour delay on the northbound approach exceeds the four and five vehicle -hour
thresholds. Therefore, warrant 3A is anticipated to be met for this intersection.
The peak hour volume warrant is satisfied when the plotted point representing the
vehicles per hour on the major street (total of both approaches) and the corresponding
vehicles per hour of the higher volume minor street approach (one direction only) for one
hour (any four consecutive 15 -minute periods) of an average day falls above the curve in
Figure 4C-4 for the existing combination of approach lanes.
CivTrans Engineering Inc.
47 Brannan I Ready Mix — NIX Site
FIGURE 4C-3. PEAK HOUR VOLUME WARRANT
C
O
CC
a
w
g
700
600
500
400
300
cc z
w cL
≥ 200
1—
L_
CC
H
cn
CC
O
7
100
0
400
7 2
OR MORE
LANES &
2 OR MORE
LANES
2 OR MbRE
LANES
& 1 LAN
1
/1 LAN
& 1 LANE
f
600
000
1000
1200
1400
1600
MAJOR STREET - TOTAL OF BOTH APPROACHES (VPH)
'Note- 150 vph applies as the lower threshold volume for a minor street
approach with two or more lanes and 100 vph applies as the lower
threshold volume for a minor street approach with one or lane.
150
100
1800
Peak Hour
As shown above, the peak hour falls below the plotted line. Therefore, Warrant 3 is not
met for this intersection.
Other Warrants
Warrant 4 was not evaluated as a low to moderate amount of pedestrian activity was
observed at these intersections.
Warrant 5 was not evaluated as the intersections are not within a school zone or in close
proximity to a school.
Warrant 6 was not evaluated as the intersection is not near any other traffic signals. The
closest traffic signalized intersection to this intersection is at Highway 66 WCR 13,
which is three miles away.
Warrant 7 was not evaluated due to a lack of usable crash data for this area.
Warrant 8 provides justification for installing a traffic signal at some intersections to
concentrate traffic flow on a roadway to create gaps in traffic at upstream unsignalized
intersections. This intersection could qualify for this since there is not another traffic signal
for three miles to break up platoons of vehicles and the volume of traffic on Highway 66
does not allow for many gaps.
Warrant 9 relates to railroad proximity. This intersection is not in close proximity to an at -
grade railroad crossing.
All three of the volume warrants evaluated are anticipated to be met as a result of the
proposed project. Therefore, a traffic signal should be considered for installation at this
intersection to mitigate the project impact.
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48 Brannan I Ready Mix — NIX Site
Highway 66 & Site Access — Short-term Conditions Signal Warrant Summary
Warrant I A — Eight -hour
Warrant '1B — Eight -hour
Warrant 1 (80% of °IA and I B)
Warrant 2— Four-hour
Warrant 3A - Peak Delay
Warrant 3B— Peak Vlume
Not Met
Met
Not Met
Met
Met
Not Met
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49 Brannan I Ready Mix — NIX Site
Mid -range Conditions (Year 2027) without the project
The traffic volumes for this scenario include the existing (Year 2021) traffic volumes
(Exhibit 5) with eight years of ambient growth. The total traffic volumes anticipated under
this condition are shown on Exhibit 13. It is assumed that by 2627, a traffic signal will be
installed at the intersection of Highway 66 & WCR 19 as it currently meets warrants for
signalization. A summary of the results is shown in Table 11, which follows.
Table 11 Year 2027 Levels of Service without Project
Approach
AM Peak
PM Peak
INTERSECTION
(S)ignalized
(U)nsignalizedOverall(se)
or
Dela ►
LOS
Delay
LOS
(sec)
Highway
66 &I-25
B Ramps
S
Ovr
17.3
B
14.8
B
Highway
66 1-5
NB
Ramps
S
Ovr
16.9
B
18.6
B
Highway
66 & WCR
13
S
Ovr
17,7
B
36.4k
D*
Highway
66 & Varra Access
U
NB
SB
25.7
D
21.6
C
33.2
D
36.9
E
Highway
66& CR19
S
Orr
11.3
B
14.4
B
+At least one movement is operating at LOS F
With the ambient growth in traffic and background project traffic for the mid -range (Year
2027), all of the study area intersections are anticipated to operate at acceptable levels
of service assuming a traffic signal is installed at the intersection of Highway 66 & WCR
19. The eastbound through movement at the intersection of Highway 66 & WCR 13 is
anticipated to fall to LOS F for this scenario. Signal timing modifications may be necessary
to mitigate this deficient movement.
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51 Brannan I Ready Mix — NIX Site
Mid -range Condition (Year 2027) with the Project
The traffic volumes included in this scenario include the mid -range no -project traffic
volumes as shown on Exhibit 13 with the additional traffic from the aggregate and
concrete and asphalt production portions of the proposed project, as shown on Exhibits
7, 8, 9 and 10. The total traffic volumes anticipated under this condition are shown on
Exhibit 14. For intersection control and geometry for this scenario, it is assumed that the
traffic signal and turn lane(s) required in the short-term build condition have been
installed. A summary of the results is shown in Table 122 which follows.
Table 12 - Year 2027 Levels of Service with Project
INTERSECTION
Approach
or
O��erall
AM
Peak
PM Peak.
(S)ignalized
(U)naignalized
Delay
(sec)
Los
Delay
(sec)
Los
Highway 66 & 1-25 SB Ramps
s'
Ovr
18.9
B
16.1
B
Highway 66 &I-2
NB
Ramps
S
Ovr i
18.7
B
18.5
B
Highway 66 & W C
R 13
S
Ovr
18.3
B
30.8
D
Highway
66 & Varra I Site
Access
S
Ovr i
13.9
B
14.1
B
Highway 66 & MICR 19
s'
Ovr
11.E
B
15.0
B
With the additional traffic generated by the concrete and asphalt portions of the proposed
project, the study area intersections are anticipated to continue to operate acceptable
levels of service assuming a traffic signal is installed with the aggregate portion of the
project at the site access and a traffic signal is installed at SH 66 & WCR 19 by others.
The level of service reports for the mid -range with the project condition are provided in
the Technical Appendix.
Auxiliary Lane Evaluation
An auxiliary lane evaluation was conducted for the short-term build scenario with just the
aggregate production traffic. With the additional anticipated traffic associated with a
concrete production facility and asphalt production facility, the auxiliary lane requirements
are generally the same. The westbound left turn lane is anticipated to have 180 AM peak
hour and 151 PM peak hour passenger -car -equivalents, which requires 200' of storage
per Table 4-8 within the CDOT SHAG.
CivTrans Engineering Inc.
53 Brannan I Ready Mix — NIX Site
Long-range Condition (Year 2041) without the Project
This section focuses on the Long-range condition of the year 2041 without traffic from the
project. This scenario assumes that the proposed project has not developed.
Capacity Analysis (Level of Service)
This analysis will show how the traffic volumes will be handled by the transportation
system and what new elements may be needed for the traffic system to continue
functioning at an acceptable level of service. The traffic volumes for this condition include
the existing traffic, as shown on Exhibit 5 with the ambient background growth over the
next 20 years. Please see Exhibit 15 for the traffic volumes used for this scenario. A
summary of the level of service results are shown in Table 13, which follows.
Table 13 - Year 2041 Levels of Service without Project
INTERSECTION
Approach
Overall
or
a
AM
Peak
PM Peak
(S)ignal ized
(U)nsignalized
Delay
LOS
Delay
(sec)
LOS
(sec)
Highway 66 &I-25
SB
Ramps
S
Ovr
18.9
B
16.2
B
Highway 66 &1-25NB Ramps
S
Ovr
20.7
C
20.5
C
Highway
- Highway
each
6 &
66
direction
WCR
widened
13
to two lanes
S
Ovr
47.2
D+
103.1
(23.8)
F
(C)
(14.5)
(B)
Highway
66 & Varra
Access
U
NB
B
35.4
E
56.5
F
67.1
F
61.4
F
Highway
66 & WCR
19
S
Ovr
13.5
B
24.8
c
+At least one movement is operating at LOS F
With the anticipated growth in traffic within the study over the next 20 years, the
intersection of Highway 66 & WCR 13 is anticipated to fall to LOS F during the PM peak
hour and may require widening Highway 66 to accommodate two through lanes in each
direction. The westbound through volume during the AM peak hour and the westbound
through volume during the PM peak hour are anticipated to exceed 17000 vph assuming
ambient growth continues at the projected 2% annual increase.
The level of service reports for the long-range without project conditions are provided in
the technical appendix.
CivTrans Engineering Inc.
55 Brannan / Ready Mix — NIX Site
Long-range Conditions (Year 2041) with the Project
This section focuses on the Long-range condition of the year 2041 with traffic from the
proposed project. This scenario assumes that the proposed project has developed. The
traffic volumes included in this scenario include the Long-range (Year 2041) traffic
volumes as shown on Exhibit 16, and the additional traffic from the proposed project, as
shown on Exhibits 7, 8, 9, and 10. The total traffic volumes anticipated under this condition
are shown on Exhibit 16. A summary of the results is shown in Table 14, which follows.
Table 14 - Year 2041 Levels of Service with Project
Approach
or
Overall
AM
Peak
PM Peak
INTERSECTION
(S)ignalized
(U)nsignalized
Delay
(sec)
LOS
Delay
(sec)
LOS
Highway 66 &1-25 SB Ramps
S
Ovr
21.8
C
17.4
B
Highway 66 &1-25 NB Ramps
S
Ovr
20.6
C
20.5
C
Highway
66 & WCR 13
S
Ovr
51.6
(14.6)
D+
(B)
86.2
(24.2)
F
(C)
-
in
Highway
each
direction
66
widened to two lanes
Highway 66 & Varra / Site Access
S
Ovr
16.3
B
21.1
C
Highway 66 & WCR 19
S
Ovr
14.4
B
28.8
C
In the long-range condition with the addition of the traffic generated by the proposed
project, the study area intersections are anticipated to continue to operate at acceptable
levels assuming the mitigation specified in the short-term conditions and the widening
required at Highway 66 & WCR 13 for the long-range background condition are
completed. The level of service reports for the long-range with the project condition (Year
2041) are provided in the Technical Appendix.
CivTrans Engineering Inc.
57 Brannan / Ready Mix — NIX Site
CONCLUSIONS & RECOMMENDATIONS
Based upon the analysis, field observations, assumptions, methodologies and results
which are provided in the body of this document, this project has impacts to the
transportation system that would require mitigation as presented within this study. The
recommendation to the CDOT and Weld County staff is that the site plan for the proposed
project be approved for development with the following conditions of approval.
As multiple M UTD warrants are anticipated to be met as a result of the traffic
from this project, a traffic signal should be installed at the intersection of Highway
66 and the proposed site access.
• Based on CDOT auxiliary lane criteria, the site access intersection with Highway
66 is anticipated to require a right turn deceleration lane and left turn deceleration
lane. The volume threshold for requiring a right turn acceleration lane at a stop -
controlled intersection is also exceeded. If a traffic signal is installed, this
acceleration lane would be required to allow right -turn -on -red for the northbound
approach. Therefore, it should be installed regardless of intersection control (stop
or signal). The following lane configuration should be implemented when
constructing the site access intersection to Highway 66.
O Eastbound approach
• Left turn volumes do not exceed the threshold for requiring a left turn
lane. However, a painted median should be implemented on this
approach to mirror the westbound left turn lane.
• One through lane
• One right turn deceleration lane at minimum length (500' storage plus
a 300' taper) . Extending the existing right turn deceleration lane at
the Varra access to the new site access will meet the deceleration
lane length requirements.
O Westbound approach
• One left turn deceleration lane at a length of 700' plus a 300' taper.
This length does not include the required redirect taper to widen from
a two-lane section to a three -lane section.
• One through lane. Right turns to 8553 Highway 66 driveway would
be made from this lane.
o Northbound approach
• One left -through lane
• One right turn lane with 200' of storage and an appropriate taper for
the design speed of the site access. A right turn acceleration lane on
eastbound SH 66 should be installed, which should include 1,080' of
full -width (12') lane plus a 300' taper.
O Southbound approach
• No improvements proposed. Through lane should align with
southbound receiving lane.
If the proposed project does not move forward, improvements within the study area may
still be required and should be considered by Weld County or CDOT. The intersection of
CivTrans Engineering Inc.
59 Brannan / Ready Mix — NIX Site
Highway 66 WCR 19 is currently operating at LOS E during the AM peak hour and
meets MUTCD warrants for signalization. This intersection is identified on the Colorado
Department of Transportation's Access Control Plan for Highway 66 as being signalized
in the future.
The intersection of Highway 66 & WCR 13 may require improvements for the long-range
condition due to anticipated ambient growth. Traffic volumes along Highway 66 are
anticipated to exceed 1,000 vph, which would warrant widening Highway 66 to two
through lanes in each direction at the WCR 13 intersection.
The CDOT State Highway Access Code (2002) was consulted for determining the
required sight distance for vehicles entering Highway 66 from the site access driveway.
Table 4-2 provides required entering sight distances (in feet) based on the highway
posted speed, number of lanes and design vehicle. Highway 66 has a posted speed of
65 mph through this segment and is a two-lane highway and relatively flat (< % grade).
The design vehicle for the Brannan aggregate facility is multi -unit trucks. Based on these
variables, the required entering sight distance is 1,105 feet. This sight distance should be
provided for the proposed site access to Highway 66, which is measured 10' back from
the edge of the roadway at a height of 3.5 feet. The oncoming vehicle height is assumed
to be 4.25 feet.
Based on observations during a site visit, there appears to be adequate sight distance for
this access. When developing construction plans for this access, the line of sight (sight
triangle) should be shown on the plans and any plantings or other visual obstructions
within this triangle area should not exceed 3.5 feet in height.
CivTrans Engineering Inc.
60 Brannan / Ready Mix — NIX Site
Traffic Mobility Study
Brannan - Ready Mix Aggregate Facility (NIX Site)
TECHNICAL APPENDIX
January 14, 2022
THIS PAGE LEFT BLANK INTENTIONALLY
RAW TRAFFIC COUNTS
THIS PAGE LEFT BLANK INTENTIONALLY
SH-66
All Traffic Data
IX S A1O1O11O
Services Inc.
(303) 216-2439
www.alltrafficdata.net
Location: 1 125 SB RAMPS & SH-66 AM
Date: Wednesday, December 2, 2020
Peak Hour: 06:45 AM - 07:45 AM
Peak 15 -Minutes: 07:30 AM - 07:45 AM
Peak Hour - Motorized Vehicles
(521) 277 0.92 0 0
to
0
125 SB RAMPS
(1,591) 0 �� I LLs
LQ
821
0 671
W 0.89 E
415 ( 325
789
374
(1,510)
0.96
125 SB RAMPS
(1,308) 700
a.00]
0
SH-66
0
(1,898)
996
0.83
541
(1,030)
Note: Total study counts contained in parentheses.
Traffic Counts - Motorized Vehicles
Interval
Start Time
SH-66
Eastbound
U -Turn Left Thru Right U -Turn Left
a
1
Peak Hour - Bicycles
0
0�►
( 0 0J
0
0 0 0 0
E '' 0
rrC
0 0 0
0
0
1
r
i
Peak Hour - Pedestrians
t
0
0
1
0 0
0
S
01
to
i
7 .Q 1 .n
SH-66 125 SB RAMPS 125 SB RAMPS
Westbound Northbound Southbound
Thru Right U -Turn Left Thru Right U -Turn Left Thru Right
Total
Rolling Pedestrian Crossings
Hour
West East South North
6:30 AM 0 0 96
67 0 82 142 0 0 0 0 0 0 28
0 30 445 1,926 0 0 0 0
6:45 AM
It 7:00 AM
7:15 AM
0 0 93 110
0 0 99 83
0 0 115 83
0 92 139
0 75 159
0 59 168
0 0 0 0 0 0 30
0 0 0 0 0 0 33
0 0 0 0 0 0 29
0 30 494 2,062 0 0 0 0
0 47 496 2,058 0 0
0 37 491 2,041
0
0
0
0
0
0
7:30 AM
7:45 AM
8:00 AM
8:15 AM
Count Total
0 0 101
0 0 84
0 0 105
90
90
88
0 0 801 709
0 63 160 0
0 74 177 0 0
0 54 150 0 0
0 598 1,300 0 0 0 0
0
0
0
0
0
0
0
0 0 33
0 0 17
0 0 25
0 0 229
0 43 490
0 37 479
0 31 453
1 291 3,929
0
0
0
0
1 0 0 1
0 0 0 0
1 0 1 1
Peak Hour
0 0 415 374
0 325 671 0 0 0 0 0 0 126 1 150 2,062 0 0 1 0
All Traffic Data
IX S A1O1O11O
Services Inc.
(303) 216-2439
www.alltrafficdata.net
Location: 2 125 NB RAMPS & SH-66 AM
Date: Wednesday, December 2, 2020
Peak Hour: 07:15 AM - 08:15 AM
Peak 15 -Minutes: 07:30 AM - 07:45 AM
Peak Hour - Motorized Vehicles
0 0 0.00 262 (476)
125 NB RAMPS
SH-66
(1,892) J I 4 Li
0 122
140 J N 1694
W 0.89 E
530 390 r 0
(1,028) 0 C
0.89
0 0 0 0
nntr
7 0 w 0 ns SH-66
125 NB RAMPS
0
0 0.94 599 (1,132)
(1,523)
816
0.81
672
(1,315)
Note: Total study counts contained in parentheses.
Traffic Counts - Motorized Vehicles
Interval
Start Time
Peak Hour - Bicycles
0
0
1
( 0 0J
0 0
0 0 0 0
0 0 0 0
a,«1 1 Nl� it a
0,w
0
0,
1
0
1
r
i
Peak Hour - Pedestrians
t
0
1
0
1
•
WE
S
SH-66 SH-66 125 NB RAMPS 125 NB RAMPS
Eastbound Westbound Northbound Southbound
U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total
01
to
i
Rolling Pedestrian Crossings
Hour
West East South North
6:30 AM
6:45 AM
7:00 AM
0 41 81
0 29 94
0 20 101
0 0 0 172 28
0 0 0 153 21
0 0 0 162 21
0 53
0 67
0 71
0 62
0 80
0 68
0 0 0 0 437 1,796 0 0 0 0
0 0 0 0 444 1,907 0 0 0 0
0 0 0 0 443 1,927 0 0 0 0
7:15 AM
0 45 109
0 0 0 153 27
0
82
0 56
0 0 0 0 472 1,945
0
0
0
0
7:30 AM
tr,Vr ,urn
I;rn�I
U
rII
Irrttil
V,
31.
74
p(.
85.
U,
rnp
rnl
1fn1
Li- -3
7:45 AM
8:00 AM
0 36 101
0 29 72
0 0 0 153 28
0 0 0 168 36
0 78 0 68
0 83 0 73
0 0 0 0 464
0 0 0 0 461
0
0
0
0
0 0 0 1
8:15 AM
Count Total
0 30 102 0 0 0 127 23 0 76 1 55 0 0 0 0 414
0 260 768 0 0 0 1,308 215 0 584 1 547 0 0 0 0 3,683
0 0 0 0
0 0 1 1
Peak Hour 0 140 390 0 0 0 694 122 0 317 0 282 0 0 0 0 1,945 0 0 1 1
All Traffic Data
SA1O10110
Services Inc.
(303) 216-2439
www.alltrafficdata.net
Location: 3 WCR 13 (COLORADO BLVD) & SH-66 AM
Date: Wednesday, December 2, 2020
Peak Hour: 06:30 AM - 07:30 AM
Peak 15 -Minutes: 07:15 AM - 07:30 AM
Peak Hour - Motorized Vehicles
SH-66
(1,307)
(262) 149 0.87 84 (182)
0
798
21
349
400 1
30
(731)
0.93
CO la NJ 0
NI
W
0.96
WCR 13 (COLORADO BLVD
676
E
r 72
0
'nil tr`
NCR 13 (COLORADO BLVD
o t W
1
(326) 161
0.79
1
139 (307)
(1,231)
759
0.97
404
(716)
Note: Total study counts contained in parentheses.
Traffic Counts - Motorized Vehicles
0
1
Peak Hour - Bicycles Peak Hour - Pedestrians
0
( 0 0
0
0 0 0 0
0 t i
I A. o
0 Jw
0 _DI
0
1
E '' 0
r 0
0 0 0
0
0
0
1
r
i
t
0
1
0
0 0
0
S
0
01
to
i
SH-66 SH-66 WCR 13 (COLORADO BLVD) WCR 13 (COLORADO BLVD)
Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour West East South North
6:30 AM
6:45 AM
7:00 AM
0 5 95 7
0 3 98 4
0 7 77 10
0 9 174
0 25 163
0 22 163
3 0 10 13 5
3 0 12 8 11
2 0 9 12 13
0 1 16 23 361 1,447 0 0 0 0-E
0 3 10 14 354 1,388 0 0 0 0
0 5 16 18 354 1,302 0 0
0
0
7:30 AM
7:45 AM
8:00 AM
8:15 AM
Count Total
0 8 74 13 0 21 126
0 7 68 11 0 11 99
0 5 69 12 0 11 100
0 8 47 9 0 14 81
0 49 607 75 0 129 1,082
1
5
2
1
20
0 12
0 16
0 14
0 21
0 107
16 10 0 0 14
9 10 0 4 17
17 11 0 4 18
19 13 0 2 14
113 87 0 22 122 118 2,531 0 0 0 0
7 302 1,084
11 268
9 272
13 242
0
0
0
0
0 0 0 0
0 0 0 0
0 0 0 0
Peak Hour 0 21 349 30 0 72 676 11 0 44 52 43 0 12 59 78 1,447 0 0 0 0
ALL TRAFFIC DATA SERVICES
(3 03) 216-2439
www.alltrafficdata.net
Peak Hour
Motorized Vehicles
SH66
(1,699)
640
0.84
(86)
34
0.83
29 (91)
4NCR 19
r1/41 0
I L. tat _
0a
7 vu
410
370
S
33 -'
(,,035) •n n t r
N
0.97
628
E
r 108
0
NCR 19
a j -J
o r'J a
Location: 1 WCR 19 & SH 66 AM
Date: Wednesday, November 10, 2021
Peak Hour: 06:45 AM - 07:45 AM
Peak 15 -Minutes: 07:15 AM - 07:30 AM
(1 7897)
Imim 736
SH66
(385) 169 0.75 102 (240)
0.93
444
(1,083)
Note: Total study counts contained in parentheses.
EB
WB
NB
SB
All
HV%
11.7%
8.0%
2.9%
0.0%
8.6%
PHF
0.84
0.93
0.75
0.83
0.97
Traffic Counts - Motorized Vehicles
Interval
Start Time
6:0O AM
6:15 AM
6:3O AM
L 6:45 AM
• 7:OO AM
Heavy Vehicles
c 0
t
co ee _I oJ J l tsi_
58 N
0 _it IN E X57
ilL
34 .k�"' 2
48 S r
14 nr C°
tr
o - a n) 71 1
16 3
59
36
Pedestrians/Bicycles in Crosswalk
0
ispe
0
t
i
i
O
N
S
0
�I
r
SH66 SH66 WCR19 WCR19
Eastbound Westbound Northbound Southbound
U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total
O 0 75 3 O 11 124
O 1 8O 7 O 16 172
O 2 9O 10 O 29 157
2 O 1 4 6
2 O 4 9 9
4 O 2 7 5
O 0 1 O
O 1 5 O
O 2 9 O
227
3O6
317
Rolling
Hour
1,173
1,248
1,271
O 2 75 11 O 32 174 O O 1 6 16 O O 6 O 323 1,282
O
1
91
4
O
3O
15O
O
O
2
2
1O
O
2
9
1
3O2 1,216
7:3O AM
O
2
111
9
O
26
138
O
O
4
8
22
O
1
6
1
328 1,026
7:45 AM
8:OO AM
8:15 AM
8:3O AM
8:45 AM
Count Total
Peak Hour
O O 65 9
O O 65 5
O 2 64 5
O 1 62 6
O 1 67 5
O 14 938 83
O 15 135 2 O 6
O 14 114 O O 4
O 16 111 O O 5
O 17 116 O O 5
O 13 9O 1 O 6
O 239 1,647 11 O 43 66
3 1O
5 7
3 10
11 10
2 4
O 2
O 2
O 1
O 2
O 0
O 14
6
4
3
5
2
63
4 257
O 22O
1 221
1 236
1 192
9 3,258
O 7 37O 33 O 1O8 628 0 O 1O 22 7O O 4 28 2 1,282
Traffic Counts - Heavy Vehicles and Pedestrians/Bicycles in Crosswalk
Interval
Start Time
Heavy Vehicles
Interval Pedestrians/Bicycles on Crosswalk
EB NB WB SB Total Start Time EB NB WB SB Total
6:OO AM
6:15 AM
6:3O AM
11 2 4 O 17 6:O0 AM
12 O 14 O 26 6:15AM
1O O 14 O 24 6:30 AM
6:45 AM
7:OO AM
5 O 3O O 35
9 1 16 O 26
7:15 AM 17 2 4 O 23
7:3O AM 17 O 9 O 26
O O O O O
O O O O O
0 O O O O
6:45 AM
7:OO AM
O O O O O
O
O
O
O
O
7:15AM
7:3O AM
O
O
O
O
O
934
869
7:45 AM
8:OO AM
7 1 16 O 24 7:45 AM
1O O 11 O 21 8:OO AM
O O O O O
O O O O O
All Traffic Data
IX S A1O1O11O
Services Inc.
(303) 216-2439
www.alltrafficdata.net
Location: 1 125 SB RAMPS & SH-66 PM
Date: Wednesday, December 2, 2020
Peak Hour: 04:30 PM - 05:30 PM
Peak 15 -Minutes: 04:30 PM - 04:45 PM
Peak Hour- Motorized Vehicles
SH-66
(1,768)
909
0.96
(431) 232 0.85 I 0 0
125 SB RAMPS
a
03
w rnj —I. 0
o �«J 1 LUL o
o.1
w
565 y
985 420 S (1.840)al rc°
125 SB RAMPS
(1,290) 705
NI
0.94
760
E
u• 283
0 0 0 0 I SH-66
a.00]
0
0
(2,028)
1,043
0.96
646
(1,241)
Note: Total study counts contained in parentheses.
Traffic Counts - Motorized Vehicles
Interval
Start Time
SH-66
Eastbound
U -Turn Left Thru Right U -Turn Left
Peak Hour- Bicycles
a
0
1
SH-66
Westbound
Thru Right
ilmme 0)
0 0
0 0 0 0
0 0 0 0
a,«1 Nl� Lt
L a
E 'I 0
r 0
0
0 0 0
0
0
1
t
Peak Hour- Pedestrians
t
125 SB RAMPS 125 SB RAMPS
Northbound Southbound
U -Turn Left Thru Right U -Turn Left Thru Right
N
W
S
U
Total
=I
to
i
Rolling Pedestrian Crossings
Hour
West East South North
4:00 PM
4:15 PM
0 0 133 85
0 0 132 81
1 71 207
0 75 174
0 0 0 0 0 0 12
0 0 0 0 0 0 17
0 29 538 2,221 0 0 0 0
0 31 510 2,251
0
0
0
0
4:30 PM
603 2,260
01
4:45 PM
5:00 PM
5:15 PM
0 0 145 110
0 0 138 98
0 0 144 93
0 65 198
0 75 196
0 65 166
0 0 0 0 0 0 19
0 0 0 0 0 0 22
0 0 0 0 0 0 12
0 33 570 2,157
0 39 568 2,078 0 0 0 0
1 38 519
0
0
0
0 0 0 0
5:30 PM
5:45 PM
Count Total
0 0 139 85
0 0 124 76
0 0 1,093 747
0 48 169
0 63 177
1 540 1,487
0 0 0 0 0 0 19
0 0 0 0 0 0 18
0 0 0 0 0 0 147
0 40 500
1 32 491
3 281 4,299
0 0 0 0
0 0 0 0
0 0 0 0
Peak Hour
0 0 565 420
0 283 760
0 0 0 0 0 0 81 2 149 2,260 0 0 0 0
All Traffic Data
IX S A1O1O11O
Services Inc.
(303) 216-2439
www.alltrafficdata.net
Location: 2 125 NB RAMPS & SH-66 PM
Date: Wednesday, December 2, 2020
Peak Hour: 04:30 PM - 05:30 PM
Peak 15 -Minutes: 04:45 PM - 05:00 PM
Peak Hour - Motorized Vehicles
0 0 0.00 311 (590)
SH-66
(2,031) _ I 4 Li
1,049
0.96
144 _J
0 0 0 0
W
506
650 S
(1,246) 0 C
NI
0.95
125 NB RAMPS
165
• 679
7
0 w NJ w SH-66
0 al
E
r0
125 NB RAMPS
nntr
0 0 0.83 728 (1,366)
(1,610)
844
0.90
862
(1,601)
Note: Total study counts contained in parentheses.
Traffic Counts - Motorized Vehicles
Interval
Start Time
SH-66
Eastbound
a
1
SH-66
Westbound
Peak Hour - Bicycles
0
( 0 0)
0 0
0 0
0 0 0 0
a,«1 1 Nl� ltL a
E 14—'0
r 0
0
0 0 0
7
•0 D l
125 NB RAMPS
0
1
r
i
Peak Hour - Pedestrians
t
0
1
125 NB RAMPS
Northbound Southbound
U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total
0
0 0
N
•
WdlkE
S
1)
01
to
i
Rolling Pedestrian Crossings
Hour
West East South North
4:00 PM
4:15 PM
0 42 105 0 0 0 186 30 0 98 0 71 0 0 0 0 532 2,168 0 0 0 0
0 37 114 0 0 0 163 30 0 87 1 65 0 0 0 0 497 2,207 0 0 0 0
4:30 PM
0 35 134
0 0 0 177 38
0 92
1 78 0 0 0 0 555 2,222 0 0
0
0
5:00 PM
5:15 PM
0 32 131
0 42 113
0 0 0 187 47
0 0 0 155 37
0 88 0 86
0 86 0 79
0 0 0 0 571 2,054
0 0 0 0 512
0
0
0
0
0 0 0 0
5:30 PM
5:45 PM
Count Total
0 37 119
0 37 105
0 297 949
0 0 0 142 43
0 0 0 150 22
0 0 0 1,320 290
0 82
0 74
0 711
0 89
0 71
3 652
0 0 0 0 512
0 0 0 0 459
0 0 0 0 4,222
0 0 0 0
0 0 0 0
0 0 0 0
Peak Hour 0 144 506 0 0 0 679 165 0 370 2 356 0 0 0 0 2,222 0 0 0 0
All Traffic Data
IX S A1010110
Services Inc.
(303) 216-2439
www.alltrafficdata.net
Location: 3 WCR 13 (COLORADO BLVD) & SH-66 PM
Date: Wednesday, December 2, 2020
Peak Hour: 05:00 PM - 06:00 PM
Peak 15 -Minutes: 05:15 PM - 05:30 PM
Peak Hour - Motorized Vehicles
(241) 124 0.76 319 (552)
INCR 13 (COLORADO BLVD
SH-66
CU CO
CU RJ lD 0
(1,062) J I 4 U
0 24
519 1
173
W 0.97 E
729 ( 70
958
56 c0
(1,715)
0.97
NCR 13 (COLORADO BLVD
NI • 432
n-utr
O l„
N 0
NJ OD
1
(449) 208
0.88
1
284 (541)
(1 ,095)
526
0.89
845
(1,529)
Note: Total study counts contained in parentheses.
Traffic Counts - Motorized Vehicles
O
1
Peak Hour - Bicycles Peak Hour - Pedestrians
ilmme 0
0
0 O
c 14 it o
r..
O
0JW
0
0�
1
E 1-10
.., 0
I rc
0 0 0
0m•p
0
1
r
i
t
0
1
O
0 0
0
N
•
dikE
S
1)
01
to
i
SH-66 SH-66 WCR 13 (COLORADO BLVD) WCR 13 (COLORADO BLVD)
Interval Eastbound Westbound Northbound Southbound Rolling Pedestrian Crossings
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour West East South North
4:00 PM
4:15 PM
4:30 PM
4:45 PM
0 21 156 15 0 17 129 4 0 12 24 18 0 4 14 9 423 1,700 0 0 0 0
0 20 135 29 0 21 90 6 0 8 37 30 0 2 21 5 404 1,749 0 0 0 0
0 25 133 23 0 21 114 5 0 16 31 21 0 3 16 10 418 1,832 0 0 0 0
0 30 155 15 0 29 127 6 0 14 24 22 0 4 20 9 455 1,888 0 0 0 0
5:00 PM
0 29 181
23 0 12 118
4 0 15 31
27 0 2 21
9 472 1,892
0
0
0
5:30 PM
5:45 PM
0 48 189 10
0 64 166 10
0 16 105 4
0 20 98 11
0 15 34 29
0 12 17 20
0 2 16 6 474
0 2 26 13 459
0
0
0
0 0 0
Count Total
0 269 1,308 138 0 158 892 45 0 104 238 199 0 22 153 66 3,592
0 0 0 0
Peak Hour 0 173 729 56 0 70 432 24 0 54 122 108 0 9 82 33 1,892
0 0 0 0
ALL TRAFFIC DATA SERVICES
(303) 216-2439
www.aIltrafficdata.net
Peak Hour
Motorized Vehicles
(69) 27
0.78
46 (139)
WOR 19
Location: 1 WCR 19 & SH 66 PM
Date: Wednesday, November 10, 2021
Peak Hour: 04:30 PM - 05:30 PM
Peak 15 -Minutes: 04:30 PM - 04:45 PM
SH66 ha o I
(1,314) I L (1,444)
0 10
3 433
W0.97 E
548 S 4 59
583
32 0
(1,590) .n n t r
452
0.92
NCR 19
o tAJ
w t,.a N.)
can
502
0.92
Heavy Vehicles
0 1
1 t
o000
Q �«� 1 L. UL o
19 19
...► 674 27
(1,796)
SH66
(307) 115 0.89 175 (453)
Note: Total study counts contained in parentheses.
EB
WB
NB
SB
All
HV%
4.6%
3.8%
3.4%
0.0%
4.0%
PHF
0.92
0.92
0.89
0.78
0.97
Traffic Counts - Motorized Vehicles
Interval
Start Time
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
SH 66
Eastbound
U -Turn Left Thru
Q .1
W
24 .k r p
3 la*
intr.
� 0
X19
E
7 o o . cr,
i 1-
3 6
29
SH66 WCR19
Westbound Northbound
Right U -Turn Left Thru Right U -Turn Left Thru
0 1 93 5
0 2 132 8
0 2 108 5
0 3 117 8
0 1 143 9
0 3 123 7
0 9 66 2
0 13 115 0
0 17 94 2
0 16 96 3
0 16 100 1
0 20 106 1
0 12
0 6
0 1
0 5
0 3
0 3
7
6
10
9
13
9
Pedestrians/Bicycles in Crosswalk
t
i
i
0
0
0
NI
S
0
�I
r
.0 0.F
WCR 19
Southbound Rolling
Right U -Turn Left Thru Right Total Hour
19 0 0 3 0 217 1,080
24 0 0 3 4 313 1,188
22 0 1 4 1 267 1,180
21 0 1 3 1 283 1246
32 0 0 5 2 325 1279
28 0 0 5 0 305 1,285
4:30 IPM
IMP id0 14
5
4:45 PM
5:00 PM
5:15 PM
0 1 127
0 0 152
0 2 128
10
7
7
0 15
0 17
0 15
115 1 0
96 3 0
107 2 0
4 8 26
4 9 36
3 8 31
0 0 9 0 316 1240
0 0 7 0 331 1,197
0 1 3 0 307
5:30 PM
5:45 PM
Count Total
Peak Hour
0 0 113
0 1 116
0 16 1,493
0 3 548
5 0 10 128 0 0 3
2 0 11 114 2 0 1
81 0 171 1,252 21 0 51
32 0 59 433 10 0 17
10 12 0 0 5 0 286
5 17 0 0 3 1 273
102 300 0 3 55 11 3,556
33 125 0 1 24 2 1,287
Traffic Counts - Heavy Vehicles and Pedestrians/Bicycles in Crosswalk
Interval
Start Time
Heavy Vehicles
EB NB WB SB
Interval Pedestrians/Bicycles on Crosswalk
Total Start Time EB NB WB SB Total
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
8 1
16 4
7 0
7 0
10 0
5 1
2 0
12 0
7 0
7 0
8 0
5
0
11
32
14
14
18
11
0
18
3:00 PM
3:15 PM
3:30 PM
3:45 PM
4:00 PM
4:15 PM
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0
0
0
4:30 PM 0 0
5
4:45 PM
5:00 PM
3 1
7 1
0 9
4 0 12
0
0
4:45 PM
5:00 PM
0 0 0
0 0 0 0 0
5:15 PM 8 3 2 0 13
5:15 PM 0 0 0 0 0
5:30 PM 2 0 4 0 5 5:30 PM 0 0 0 0 0
5:45 PM 3 0 7 0 10 5:45 PM 0 0 0 0 0
Count Total 85 12 71 0 168 Count Total 0 0 0 0 0
Peak Hour 27 6 19 0 52 Peak Hour 0 0 0 0 0
ALL TRAFFIC DATA SERVICES
(303) 216-2439
www.aIltrafficdata.net
Peak Hour
Motorized Vehicles
SHGG
(5,836)
634
0.84
(7)
0 0.25 0 (11)
a O a a
Location: 2 VARRA AGGREGATE ACCESS & SH 66 AM
Date: Wednesday, November 10, 2021
Peak Hour: 06:45 AM - 07:45 AM
Peak 15 -Minutes: 07:15 AM - 07:30 AM
VARRA AGGREGATE ACCE
cc
;.JI LLL
Q
N
0 617
W0.94 E �
405 389 .k16 n 1-16
�16
(5,326)
VARRA AGGREGATE ACCE
cc
nntr n7tr
IIy� 1 I
(5,812)
633
0.93
49
37
Heavy Vehicles
0 0
It
(280) 32
0.63
410
(5,307)
J 1 L. ltLo
N 53
0
_it- IN
� aw E X42
28 .k v r 11
5
9 Z_ CO
38 (289) 20 22
Note: Total study counts contained in parentheses.
HV% PHF
EB 9.1% 0.84
WB 8.4% 0.93
NB 57.9% 0.63
SB 0.0% 0.25
All 10.4% 0.94
Traffic Counts - Motorized Vehicles
p
43
Pedestrians/Bicycles in Crosswalk
0
ispe
0
t
i
i
0
NI
S
0
�I
r
0_Din
SH 66 SH 66 VARRA AGGREGATE VARRA AGGREGATE
Interval Eastbound Westbound i d stbizia6End Rolling
Start Time U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right U -Turn Left Thru Right Total Hour
5:00 AM 0 0 41 0 0 1 47 0 0 0 0 0 0 0 0 0 89 566
5:15 AM 0 0 40 2 0 1 87 0 0 0 0 0 0 0 0 0 130 697
5:30 AM 0 0 54 1 0 2 117 0 0 0 0 0 0 0 0 0 174 839
5:45 AM 0 0 48 2 0 7 116 0 0 0 0 0 0 0 0 0 173 923
6:00 AM 0 0 77 3 0 1 128 0 0 6 0 5 0 0 0 0 220 1,012
6:15 AM 0 0 91 1 0 5 166 0 0 6 0 3 0 0 0 0 272 1,055
6:30 AM 0 0 99 1 0 2 154 0 0 0 0 1 0 0 0 1 258 1,068
6:45 AM 0 0 86 3 0 8 159 0 0 6 0 0 0 0 0 0 262 1,076
7:00 AM 0 0 94 9 0 4 151 0 0 3 0 2 0 0 0 0 263 1,042
7:15 AM
0
97 0 3 172 0 0
7:30 AM 0
112
3
0
1
135
0
0
5
0
10
0
0
0
0
266
883
7:45 AM 0 0 71 1 0 3 145 2 0 4 0 1 0 1 0 0 228 812
8:00 AM 0 0 69 6 0 1 116 1 0 0 0 2 0 0 0 1 196 763
8:15 AM 0 0 64 8 0 5 111 0 0 3 0 2 0 0 0 0 193 728
8:30 AM 0 0 65 2 0 2 114 0 0 7 0 5 0 0 0 0 195 741
8:45 AM 0 0 70 5 0 2 97 0 0 3 0 2 0 0 0 0 179 723
9:00 AM 0 0 60 5 0 5 82 0 0 2 0 7 0 0 0 0 161 697
9:15 AM 0 0 74 6 0 8 110 1 0 4 0 3 0 0 0 0 206 680
9:30 AM 0 0 79 1 0 0 84 0 0 6 0 6 0 1 0 0 177 623
9:45 AM 0 0 57 6 0 2 83 0 0 1 0 4 0 0 0 0 153 597
10:00 AM 0 0 57 3 0 2 72 1 0 3 0 5 0 0 0 1 144 615
10:15 AM 0 0 52 9 0 4 76 0 0 5 0 3 0 0 0 0 149 632
10:30 AM 0 0 59 4 0 2 76 0 0 9 0 1 0 0 0 0 151 651
10:45 AM 0 0 79 7 0 3 76 0 0 3 0 3 0 0 0 0 171 662
11:00 AM 0 0 84 4 0 3 56 0 0 7 0 7 0 0 0 0 161 642
11:15 AM 0 0 74 4 0 4 81 0 0 2 0 3 0 0 0 0 168 656
11:30 AM 0 0 89 5 0 5 61 0 0 2 0 0 0 0 0 0 162 653
11:45 AM 0 0 70 2 0 4 63 0 0 5 0 7 0 0 0 0 151 674
12:00 PM 0 0 76 4 0 0 87 0 0 2 0 6 0 0 0 0 175 668
12:15 PM 0 0 64 9 0 2 87 0 0 1 0 2 0 0 0 0 165 667
12:30 PM 0 0 70 8 0 0 92 0 0 6 0 7 0 0 0 0 183 680
12:45 PM 0 0 77 3 0 3 54 0 0 8 0 0 0 0 0 0 145 680
1:00 PM 0 0 85 5 0 1 75 0 0 4 0 4 0 0 0 0 174 708
1:15 PM 0 1 92 4 0 3 76 0 0 0 0 2 0 0 0 0 178 740
1:30 PM 0 0 91 6 0 3 71 1 0 5 0 6 0 0 0 0 183 745
1:45 PM 0 0 75 4 0 2 83 0 0 3 0 4 0 2 0 0 173 732
2:00 PM 0 0 100 1 0 3 89 0 0 5 0 8 0 0 0 0 206 763
2:15 PM 0 0 80 2 0 3 94 0 0 2 0 2 0 0 0 0 183 765
2:30 PM 0 0 79 1 0 0 85 0 0 1 0 4 0 0 0 0 170 795
2:45 PM 0 0 117 5 0 1 81 0 0 0 0 0 0 0 0 0 204 838
3:00 PM 0 0 109 3 0 0 90 0 0 6 0 0 0 0 0 0 208 879
3:15 PM 0 0 124 1 0 2 83 0 0 1 0 2 0 0 0 0 213 917
3:30 PM 0 0 116 0 0 0 92 0 0 3 0 2 0 0 0 0 213 959
3:45 PM 0 0 119 1 0 2 123 0 0 0 0 0 0 0 0 0 245 995
4:00 PM 0 0 143 0 0 0 102 0 0 1 0 0 0 0 0 0 246 1,047
4:15 PM 0 0 135 0 0 0 120 0 0 0 0 0 0 0 0 0 255 1,049
4:30 PM 0 0 130 1 0 0 115 0 0 1 0 2 0 0 0 0 249 1,046
4:45 PM 0 0 173 0 0 1 123 0 0 0 0 0 0 0 0 0 297 1,047
5:00 PM 0 0 144 1 0 0 101 0 0 1 0 1 0 0 0 0 248 955
5:15 PM 0 0 131 0 0 0 121 0 0 0 0 0 0 0 0 0 252 862
5:30 PM 0 0 126 0 0 0 124 0 0 0 0 0 0 0 0 0 250 754
5:45 PM 0 0 98 0 0 0 107 0 0 0 0 0 0 0 0 0 205 642
6:00 PM 0 0 85 0 0 0 69 1 0 0 0 0 0 0 0 0 155 546
6:15 PM 0 0 86 0 0 0 58 0 0 0 0 0 0 0 0 0 144 468
6:30 PM 0 0 82 0 0 0 56 0 0 0 0 0 0 0 0 0 138 411
6:45 PM 0 0 67 0 0 0 41 1 0 0 0 0 0 0 0 0 109 347
7:00 PM 0 0 47 0 0 0 30 0 0 0 0 0 0 0 0 0 77 308
7:15 PM 0 0 49 0 0 0 38 0 0 0 0 0 0 0 0 0 87 293
7:30 PM 0 0 38 0 0 0 35 0 0 1 0 0 0 0 0 0 74 271
7:45 PM 0 0 35 0 0 0 35 0 0 0 0 0 0 0 0 0 70 242
8:00 PM 0 0 27 0 0 0 35 0 0 0 0 0 0 0 0 0 62 223
8:15 PM 0 0 28 0 0 0 37 0 0 0 0 0 0 0 0 0 65
8:30 PM 0 0 25 1 0 0 19 0 0 0 0 0 0 0 0 0 45
8:45 PM 0 1 25 0 0 0 24 1 0 0 0 0 0 0 0 0 51
Count Total
0 2 5,160 164 0 116 5,687 9 0 146 0 143 0 4 0 3 11,434
Peak Hour
0 0 389 16 0 16 617 0 0 17 0 21 0 0 0 0 1,076
Traffic Counts - Heavy Vehicles and Pedestrians/Bicycles in Crosswalk
Interval Heavy Vehicles Interval Pedestrians/Bicycles on Crosswalk
Start Time EB NB WB SB Total Start Time EB NB WB SB Total
5:00 AM 1 0 2 0 3 5:00 AM 0 0 0 0 0
5:15 AM 1 0 1 0 2 5:15 AM 0 0 0 0 0
5:30 AM 1 0 2 0 3 5:30 AM 0 0 0 0 0
5:45 AM 1 0 8 0 9 5:45 AM 0 0 0 0 0
6:00 AM 7 11 4 0 22 6:00 AM 0 0 0 0 0
6:15 AM 8 8 10 0 26 6:15 AM 0 0 0 0 0
6:30 AM 5 0 9 0 14 6:30 AM 0 0 0 0 0
6:45 AM
7:00 AM
7 0 21 0 28
11
4
17
0
32
7:30 AM
8
8
10
0
26
6:45 AM
7:00 AM
0 0 0 0 0
0
0
0
0
0
7:30 AM
0
0
0
0
0
7:45 AM 8 2 13 0 23 7:45 AM
8:00 AM 12 2 10 0 24 8:00 AM 0 0 0
8:15 AM 11 2 24 0 37 8:15 AM 0 0
8:30 AM 11 8 24 0 43 8:30 AM 0 0 0 4 4
8:45 AM 9 4 12 0 25 8:45 AM 0 0 0 0 0
9:00 AM 16 6 10 0 32 9:00 AM 0 0 0 0 0
9:15 AM 18 6 19 0 43 9:15 AM 0 0 0 0 0
0
0
0
0
0
0
0
0
0
0
9:30 AM 20 10 11 0 41 9:30 AM 0 0 0 0 0
9:45 AM 16 5 15 0 36 9:45 AM 0 0 0 0 0
10:00 AM 10 7 18 0 35 10:00AM 0 0 0 0 0
10:15 AM 10 4 15 0 29 10:15 AM 0 0 0 0 0
10:30 AM 12 8 18 0 38 10:30AM 0 0 0 0 0
10:45 AM 19 4 18 0 41 10:45 AM 0 0 0 0 0
11:00 AM 20 11 7 0 38 11:00 AM 0 0 0 0 0
11:15AM 14 4 17 0 35 11:15AM 0 0 0 0 0
11:30 AM 21 2 12 0 35 11:30 AM 0 0 0 0 0
11:45AM 16 9 13 0 38 11:45 AM 0 0 0 0 0
12:00 PM 12 6 18 0 36 12:00 PM 0 0 0 0 0
12:15 PM 11 3 27 0 41 12:15 PM 0 0 0 0 0
12:30 PM 18 10 21 0 49 12:30 PM 0 0 0 0 0
12:45 PM 21 8 12 0 41 12:45 PM 0 0 0 0 0
1:00 PM 21 7 13 0 41 1:00 PM 0 0 0 0 0
1:15 PM 17 2 5 0 24 1:15 PM 0 0 0 0 0
1:30 PM 21 9 12 0 42 1:30 PM 0 0 0 0 0
1:45 PM 6 5 8 0 19 1:45 PM 0 0 0 0 0
2:00 PM 17 12 13 0 42 2:00 PM 0 0 0 0 0
2:15 PM 10 4 12 0 26 2:15 PM 0 0 0 0 0
2:30 PM 12 5 8 0 25 2:30 PM 0 0 0 0 0
2:45 PM 17 0 6 0 23 2:45 PM 0 0 0 0 0
3:00 PM 16 6 4 0 26 3:00 PM 0 0 0 0 0
3:15 PM 7 3 7 0 17 3:15 PM 0 0 0 0 0
3:30 PM 8 4 3 0 15 3:30 PM 0 0 0 0 0
3:45 PM 6 0 8 0 14 3:45 PM 0 0 0 0 0
4:00 PM 3 1 7 0 11 4:00 PM 0 0 0 0 0
4:15 PM 8 0 5 0 13 4:15 PM 0 0 0 0 0
4:30 PM 7 0 1 0 8 4:30 PM 0 0 0 0 0
4:45 PM 4 0 6 0 10 4:45 PM 0 0 0 0 0
5:00 PM 3 0 5 0 8 5:00 PM 0 0 0 0 0
5:15 PM 0 0 2 0 2 5:15 PM 0 0 0 0 0
5:30 PM 3 0 2 0 5 5:30 PM 0 0 0 0 0
5:45 PM 1 0 0 0 1 5:45 PM 0 0 0 0 0
6:00 PM 0 0 5 0 5 6:00 PM 0 0 0 0 0
6:15 PM 0 0 2 0 2 6:15 PM 0 0 0 0 0
6:30 PM 3 0 4 0 7 6:30 PM 0 0 0 0 0
6:45 PM 0 0 2 0 2 6:45 PM 0 0 0 0 0
7:00 PM 0 0 0 0 0 7:00 PM 0 0 0 0 0
7:15 PM 1 0 3 0 4 7:15 PM 0 0 0 0 0
7:30 PM 1 0 1 0 2 7:30 PM 0 0 0 0 0
7:45 PM 1 0 3 0 4 7:45 PM 0 0 0 0 0
8:00 PM 0 0 3 0 3 8:00 PM 0 0 0 0 0
8:15 PM 2 0 4 0 6 8:15 PM 0 0 0 0 0
8:30 PM 2 0 4 0 6 8:30 PM 0 0 0 0 0
8:45 PM 0 0 5 0 5 8:45 PM 0 0 0 0 0
Count Total 563 220 586 0 1,369 Count Total 0 0 0 4 4
Peak Hour 37 22 53 0 112 Peak Hour 0 0 0 0 0
8:15 AM
8:30 AM
8:48 AM
Count Total
8 2 21 0 31 8:19 AM
12 2 28 0 42 8:30 AM
11 0 11 0 22 8:45 AM
129 10 178 0 317 Count Total
Peak Hour
o 0 0 0 0
o 0 0 0 0
o 0 0 0 0
0 0 0 0 0
48 3 59 0 110 Peak Hour
0 0 0 0 0
THIS PAGE LEFT BLANK INTENTIONALLY
TRIP GENERATION DATA
THIS PAGE LEFT BLANK INTENTIONALLY
NIX Traffic Volume Estimates
Aggregates Sales
TPD
Payload - Avg
Tons
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Sales - Daily Average
9,000
28
321
321
643
Sales - Daily Peak
14,000
28
500
500
1,000
Aggregates Operations
#
Visits/Day
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Vendors/Contractors
Employees
4
20
1
1
4
20
4
20
8
4.0
Total Daily Average Attributed to Aggregates
345
345
691
Total Daily Peak Attriburted to Aggregates
524
524
1,048
Scalehouse Hours Da -
Hours/Day -
10
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Peak Aggregate Sales/Hour, tons =
1,400
50
50
100
Aggregates Peak Hourly AM
Aggregates Peak Hourly PM
PEAK HOUR OF GENERATOR
PEAK HOUR OF GENERATOR
> These are truck trips (unloaded entering, loaded exiting)
- --> These are mostly passenger car trips
---> These are truck trips (unloaded entering, loaded exiting)
70 50 120 Between 6:00 and 7!00 AM at start of shift, includes employees & customer truck entering, & Custan-ner trucks Sting after being loaded
50 50 100 Occurs at end of sales thy between 3:00 and 4:00 PM
Concrete Sales
Yards/Day
Payload Avg
Yards
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Sales - Daily Average
341
8
43
43
85
Sales - Daily Peak
512
8
64
64
128
Concrete Operations
#
Visits/Day
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Vendors/Contractors
Employees
1
14
1
1
1
14
1
14
2
28
Concrete Aggregates Imports
Aggregates Per
Load of Concrete
loads/Day
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Daily Ave rage (assumes sand & rock procured
ansite}
0.45
19
19
19
38
Daily Peak (assumes sand &rcckprccured onsite}
0.45
29
29
29
58
Total Daily Average Attributed to Concrete
77
77
154
Total Daily Peak Attributed to Concrete
108
108
216
Concrete Plant Hours/Day =
12
# of Vehicles
Entering
Property
# of Vehicles
Exiting
Property
Total Trips in & out
of Property
Peak Concrete Sales/Hours Yards =
42.7
5.33
5.33
10.67
It of Batch Plant Trucks =
10
Concrete Peak Hourly AM (Employees + Customer Trucks Entering)
Concrete (Pea k Hourly PM
Combined Aggregates and Concrete Peak Hourly AM
Combined Aggregates and Concrete Peak Hourly PM
Combined (Aggregates + Concrete) Daily Average
Combined (Aggregates + Concrete) Daily Peak
> These are truck trips (unloaded entering, loaded exiting)
- --> These are mostly passenger car trips
- These are truck trips (load
ed entering, unloaded exiting)
14 10 24 Employees Entering at start of shift, Batch Plant Trucks exiting
10 14 24 End of shift, Batch Trucks entering and employees leaving
84 60 144 --> Of these, approximately 50 are trucks and 34 are passenger cars entering, all 60 of the exiting are trucks
60 64 124 --> Of these, all 60 entering are trucks; 50 are trucks and 14 are passenger cars exiting
422
422
845
632 632 1,264
THIS PAGE LEFT BLANK INTENTIONALLY
LEVEL OF SERVICE
CALCULATIONS
EXISTING CONDITIONS
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12110/2021
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR eSBL SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (veh/h)
0 415 374 325 671 0 0 0 0 126 0 150
Future Volume (veh/h)
0 415 374 325 671 0 0 0 0 126 0 150
Initial 0 (Ob), veh
0 0
0 0 0
0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/hfl n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h
0 466 0 365 754 0
142 0 0
Peak Hour Factor
0.89 0.89 0.89 0.89 0.89 0.89
0.89 0.89 0.89
Percent Heavy Veh, %
0 2
2 2 2 0
2 0 2
Cap, veh/h
0 2421
435 2369 0
724 0
Arrive On Green
0.00 0.47 0.00 0.25 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve h!h
0 466 0 365 754 0
142 0 0
Grp Sat Floes), vehf h/ln
0 17021 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 5.5 0.0 10.5 0.0 0.0
3.6 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 5.5 0.0 10.5 0.0 0.0
3.6 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h
0 2421
435 2369 0
724 0
V/C Ratio(X)
0.00 0.19
0.84 0.32 0.00
0.20 0.00
Avail Cap(c_a), veh/h
0 2421
625 2369 0
724
HCM Platoon Ratio
1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l)
0.00 1.00 0.00 0.94 0.94 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 16.0 0.0 38.3 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.2 0.0 6.5 0.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlin r 0.0 f 2.1 0.0 4.2 0.1 0.0
Unsig. Movement Delay, s/veh
34.2 0.0 0.0
0.6 0.0 0.0
0.0 0.0 0.0
1.5 0.0
LnGrp Delay(d),slveh 1 0.0 16.2 0.0 44.7 0.3 0.0
34.8 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, veh/h
466 A
1119
142 A
Approach Delay, sfveh
16.2
14.8
34.8
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 20.2 56.8
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 12.5 7.5
2.0
5.6
Green Ext Time (p c), s
0.7 3.1
5.5
0.4
Intersection Summary
HCM 6th Ctrl Delay
I
16.8
■
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Basting (2021) AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12110/2021
Nit 1- t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (veh/h) 140 390
0 0 694 122 317 0 282 0 0 0
Future Volume (veh/h) 140 390
0 0 694 122 317 0 282 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, veh/h/In 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, veh/h 157 438
0 0 780 0 356 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
Cap, veh/h ill121 2654
Arrive On Green 0.13 1.00
0 0 2 2 2 0 2
0 0 3146 1 447 0
0.00 0.00 0.62 0.00 0.13 0.00 0.00
Sat Flow, veh/h 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 157 438
0 0 780 0 356 0 0
Grp Sat Flow(s),veh/h/In1728 1777
0 0 1702 1585 1728 I 0 1585
0 Serve(g s 4.6 0.0
0.0 0.0 7.3 0.0 10.5 0.0 0.0
Cycle 0 Clear(g_c), s 4.6 0.0
0.0 0.0 7.3 0.0 10.5 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 221 2654
0 7[i 3146
447 0
V/C Ratio(X) 0.71 0.17
0.00 0.00 0.25
0.80 0.00
Avail Cap(c_a), veh/h 428 2654
0 7L 3146
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.99 0.99
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.8 0.0
0.0 0.0 9.1 0.0 44.4 0.0 0.0
Incr Delay (d2), slveha 4.1k 0.1m 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),sfveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/lnl.9 0.01 0.0 0.0 2.4 0.0 4.6 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.9 0.1 0.0 0.0 9.3 0.0 47.7 0.0 0.0
LnGrp LOS D A A A A
D A
Approach Vol, veh/h 595
780 A
356 A
Approach Delay, sfveh 13.0
9.3
47.7
Approach LOS B
A
D
Timer - Assigned Phs 2
4 5 6
MEM
Phs Duration (G+Y+Rc), s 85.4 19.6 13.7 71.7
Change Period (Y+ire), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 12.5 6.6 9.3
Green Ext Time (p c), s 2.9 1.1 0.2 5.6
Intersection Summary
HCM 6th Ctrl Delay
16.5
■
HCM 6th LOS
B
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Basting (2021) AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/10/2021
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
4
Traffic Volume (veh/h) 21 349
30 72 676 it' 52 43 1 12 59 78
Future Volume (veh/h) 21 349
30 72 676 11 44 52 43 12 59 78
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0
00
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
•
Adj Flow Rate, veh/h 22 364
31 75 704 11 46 54
45 12 61 81
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 2 2
Cap, veh/h IOW 278 709 1 60 516 837 13
Arrive On Green 0.03 0.42 0.42 0.06 0.46 0.46 0.14 0.14 0.14 0.14 0.14 0.14
2 2 2 2 2 2
2 2 2 2
104m 72 88 100 4121
Sat Flow, vehih 1781 1700 145 1781 1836
29 4161 765 581 71 735 894
Grp Vo ume(v), vehlh 22 0 395
75 0 715 145 0 0 154 0 0
Grp Sat Floes),vehlhlln 1781 0 1844 1781
0 1865 1712 0 0 1700 0 0
C Serve(g s 0.3 0.0 7.9 1.1 0.0 16.8
0.0 0.0 0.0 0.5 0.0 0.0
Cycle 0 Clear(g_c), s 0.3 0.0 7.9 1.1 0.0 16.8
3.7 0.0 0.0 4.2 0.0 0.0
Prop In Lane 1.00
0.08 1.00
0.02 0.32 0.31 0.08
0.53
Lane Grp Cap(c), veh/h 278
0 770 516
0 850 328 0 0 308 0 0
V/C Ratio(X)
0.08 0.00 0.51 0.15 0.00 0.84
Avail Cap(c_a), veh/h 518
0 1410 580
0.44 0.00 0.00 0.50 0.00 0.00
0 1314 677 0 0 684 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00
1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 10.1 0.0 10.7 7.6 0.0 11.9
20.2 0.0 0.0 20.4 0.0 0.0
Incr Delay (d2), slveha 0.1A_ 0.0 _a 0.5 0.1 3.1 0.9 0.0 0.0 1.2 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%Ile BackOfQ(50 %),vehilr0.1 0.0
2.1 0.3 0.0 4.8 1.4 0.0 0.0 1.5 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 10.2 0.0
11.3 7.8 0.0 15.0 21.1 0.0 0.0 21.6 0.0 0.0
LnGrp LOS B A
B A A BC A A C A A
Approach Vol, veh/h 417
790
145
154
Approach Delay, slveh 11.2
14.3
21.1
21.6
Approach LOS B
B
C
C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 13.7 8.2 27.7
13.7 6.3 29.7
Change Period (Y+Re), s 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
7.0 5.0 7.0
18.0 8.0 35.0
■ t
Max 0 Clear Time (g_c+I1), s 5.7 3.1 9.9
6.2 2.3 18.8
Green Ext Time (p c), s 0.5 0.0 2.1
0.5 0.0 3.8
Intersection Summary
t
HCM 6th Ctrl Delay
14.9
■
HCM 6th LOS
B
Existing (2021) AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/10/2021
Intersection
Int Delay, s/veh
1.8
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
r et+
4*
4
Traffic Vol, veh/h
0 389
34 38 617 0 31
0T 51
0 51
Future Vol, veh/h
0 389
34 38 617 0 31
1
0
0
Conflicting Peels, #/hr
0 0 0 00'0 0 tQ ap 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
- None
- None
- None
- None
Storage Length
- 725
Veh in Median Storage, # - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 94 94
94 94 94 94 94 94 94
94 94 94
Heavy Vehicles, % 2 2
2 2 2 2 2
2 2 2
2 2
Mvmt Flow 0 414
36 40 656 0 33
0 54 1
0 0
Major/Minor
Majorl
Ma
or2
Minorl
Minor2
Conflicting Flow All 656 0 0 450
0 0 1150
1150 414
1195
1186 656
Stage 1
- 414
414
736
736
Stage 2
- 736
736
459
450
Critical Hdwy 4.12 ar - 4.12
Critical Hdwy Stg 1
7.12
6.52 6.22
7.12
6.52 6.22
-
- 6.12
5.52
6.12
5.52
Critical Hdwy Stg 2
-
- 6.12
5.52
6.12
5.52
-p
Follow-up Hdwy 2.218
- 2.218
- 3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 931
- 175
198 638
163
189 465
Stage 1
- 616
593
411
425
Stage 2
- 411
425
582
572
Platoon blocked, Dia
Mov Cap -1 Maneuver 931
- 167
187 638
143
178 465
Mov Cap -2 Maneuver
L. Stage 1
- 167
- 616
187
593
143
411
178
401
Stage 2
- 388
401
533
572
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0.5
21.2
30.4
HCM LOS
C
D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h) j 309 931
HCM Lane Vie Ratio 0.282
- 1110
- 143
- 0.036
- 0.007
HCM Control Delay (s) gr 21.2
HCM Lane LOS C A
- 30.4
-
A A
D
HCM 95th %tile Q(veh) 11 1.1 0
0
Existing (2021) AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 4
HCM 6th TWSC
5: WCR 19 & Highway 66
12/10/2021
Intersection
Int Delay, slveh
3.8
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r
t r 4+
Traffic Vol, veh/h
7 370 33 108 628 i 0
1022L70�4� 2
Future Vol, veh/lh
Conflicting Peels, #/hr
7 370 33 108 628 0 10 22 70
4 28 2
0 0 "WEPT o �oWo 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
- None
- None
- None
- None
Storage Length
580 - 580 675
- 580
Veh in Median Storage,
-
0
0 - - 0
Grade, %
0
0
0 - - 0
Peak Hour Factor
97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, %
14 10 6 6 10 14 11 11 11 11 11 11
Mvmt Flow
7 381 34 111 647
0 10 23 72
4
29 2
Major/Minor
Majorl
Ma
or2 Minor1 Minor2
Conflicting Flow All
647 0 0 415
0 0 1280
1264 381 1329
1298 647
Stage 1
=WE
395
395
- 869
869
I
Stage 2
885
869
- 460
429
Critical Hdwy
4.24- - 4.16
7.21
6.61
6.31 7.21
6.61 6.31
Critical Hdwy Stg 1
6.21
5.61
- 6.21
5.61
Critical Hdwy Stg 2
6.21
5.61
1- 6.21
5.61
Follow-up Hdwy
2.326 - - 2.254
3.599
4.099
3.399 3.599
4.099 3.399
Pot Cap -1 Maneuver
884
- 1123
137
163
647 126
155 455
Stage 1
613
589
- 334
357
Stage 2
327
357
- 564
569
Platoon blocked, Dia
Mov Cap -1 Maneuver 884
- 1123
106
146 647
91
139 455
Mov Cap -2 Maneuver
L. Stage 1
106
608
146
584
- 91
- 331
139
322
Stage 2
267
322
- 478
564
Approach
EB
WB
NB
SB
HCM Control Delay, s 0.2
1.3
24.4
40.4
HCM LOS
C
E
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR U BL WBT
UBR SBLn1
Capacity (veh/h)
289 _j 884
- 1123
- 136
HCM Lane Vie Ratio
HCM Control Delay (s)
0.364 0.008
- 0.099
1 24.4 9.1 Se 8.6
- 0.258
- 40.4
HCM Lane LOS
C A
A
HCM 95th %tile Q(veh)
1.6 0
- 0.3 - - 1
Existing (2021) AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12/10/2021
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR NOB L SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (veh/h)
0 X565 420 283 760 0 0 0 0 81 0 149
Future Volume (veh/h)
0 565 420 283 760 0 0 0 0 81 0 149
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/hfl n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h
0 601 0 301 809 0
86 0 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
0.94 0.94 0.94
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, veh/h
0 2513
373 2369 0
724 0
Arrive On Green
0.00 0A9 0.00 0.22 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve h!h
0 601 0 301 809 0
86 0 0
Grp Sat Floes), vehf h/ln
1702 1585 1728 1777 0
1728 IMF 0 1585
C Serve(g s
0.0 7.1 0.0 8.7 0.0 0.0
2.1 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 7.1 0.0 8.7 0.0 0.0
2.1 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h 0 2513
373 2369 0
724 0
V/C Ratio(X)
0.00 0.24
0.81 0.34 0.00
0.12 0.00
Avail Cap(c_a), veh/h 0 2513
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.94 0.94 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 15.3 0.0 40.1 0.0 0.0
Incr Delay (d2), sivehe 0n 0.2 0.0 3.9 0.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlin r 0.0 f 2.6 0.0 3.4 0.1 0.0
Unsig. Movement Delay, slveh
33.6 0.0 0.0
0.3 0.0 0.0
0.0 0.0 0.0
0.9 0.0
LnGrp Delay(d),slveh 1 0.0 15.6 0.0 44.1 0.4 0.0
34.0 0.0 0.0
LnGrp LOS
A B
D A A
A
Approach Vol, veh/h
601 A
1110
86 A
Approach Delay, sfveh 15.6
12.2
34.0
Approach LOS B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 18.3 58.7
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 10.7 9.1
2.0
4.1
Green Ext Time (p c), s 0.6 4.1
6.1
0.2
Intersection Summary
r
HCM 6th Ctrl Delay
I
14.4
■
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Basting (2021) PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12110/2021
Nit 1- t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (veh/h) 144 506
0 0 679 165 370 0 356 0 0 0
Future Volume (veh/h) 144 506
0 0 679 165 370 0 356 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, veh/h/In 1870 1870
0 a 1870 1870 1870 0 1870
Adj Flow Rate, veh/h 152 533
0 0 715 0 389 0 0
Peak Hour Factor 0.95 0.95
0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2
Cap, veh/h NV 216 2619
Arrive On Green
0 0 2 2 2 0 2
0 0 3103
0
0.13 1.00 0.00 0.00 0.61 0.00 0.14 0.00 0.00
Sat Flow, vehth 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 152 533
0 0 715 0 389 0 0
Grp Sat Flows), vehf hlln 1728 1777
0 0 1702 1585 1728 0 1585
C Serve(g s 4.4 0.0
0.0 0.0 6.7 0.0 11.5 0.0 0.0
Cycle 0 Clear(g_c), s 4.4 0.0
0.0 0.0 6.7 0.0 11.5 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 216 2619
0 7[i 3103
481 0
V/C Ratio(X) 0.70 0.20
0.00 0.00 0.23
0.81 0.00
Avail Cap(c_a), veh/h 428 2619
0 7L 3103
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.98 0.98
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 45.0 0.0
0.0 0.0 9.4 0.0 43.8 0.0 0.0
Incr Delay (d2), slveha 4.1 0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),sfveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50 %),veh/lnl .9 Till 0.0 0.0 2.2 0.0 5.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 49.0 0.2 10.0 0.0 9.6 0.0 47.1 0.0 0.0
LnGrp LOS D A A A A
D A
Approach Vol, veh/h 685
715 A
389 A
Approach Delay, sfveh 11.0
9.6
47.1
Approach LOS B
A
D
Timer - Assigned Phs 2
4 5 6
MEM
Phs Duration (G+Y+Rc), s 84.4 20.6 13.6 70.8
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 13.5 6.4 8.7
Green Ext Time (p c), s 3.6 1.2 0.2 5.0
Intersection Summary
HCM 6th Ctrl Delay
18.3
■
HCM 6th LOS
B
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Basting (2021) PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/10/2021
t fi
d
Movement TREILEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 173 729 56 70 432 24 54 1 122 108 9 82 33
"r" 'Pi or+
Future Volume (veh/h) 173 729 56 70 432 24 54 122 108 9 82 33
Initial Q(Ob),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No No
Ad j Flow fete, veh/h 178 752 58 72 445 25 56 126 111 9 85 34
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy V, % 2
Cap, veh/h NV 485 816 1 63 240 789 44 107 X164 129 64 259 it 97
Arrive On Green
2 2 2 2 2 2 2 2 2 2 2
0.08 0.48 0.48 0.05 0.45 0.45 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, veh/h
1781 1714 132 1781 1754 99 22-91 802 629 49 1265 475
Grp Vollume*v), vehlh 178
0 810 72 0 470 293 0 0 128 0 0
Grp Sat Flows),vehlhlln 1781
0 1847 1781 0 1853 1660 0 0 1789 0 0
C Serve(g s
3.7 0.0 29.3 1.5 0.0 13.4 7.7 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 3.7 0.0 29.3 1.5 0.0 13.4 12.1 0.0 0.0 4.4 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.05 0.19 0.38 0.07
0.27
Lane Grp Cap(c), veh/h 485
0 879 240 0 833 400 0 0 421 0 0
V/C Ratio(X)
0.37 0.00 0.92 0.30 0.00 0.56 0.73 0.00 0.00 0.30 0.00 0.00
Avail Cap(c_a), veh/h 543
0 982 270 0 907 476 0 0 501 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d}, s/veh 10.4 0.0 17.5 15.1 0.0 14.5 27.3 0.0 0.0 24.3 0.0 0.0
Incr delay (d2), slvehit 0.5A_ 0.0 12.8 0.7 0.0 0.7 4.7 0.0 0.0 0.4 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilnl.1 0.0 12.4 0.5 0.0 4.5 4.9 0.0 0.0 1.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 10.8 0.0 30.3 15.8 0.0 15.2 32.0 0.0 0.0 24.7 0.0 0.0
LnGrp LOS B A CB A BC A A C A A
Approach Vol, veh/h 988
542 293
128
Approach Delay, slveh 26.8
15.2 32.0
24.7
Approach LOS C
B
C
C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 21.7 8.8 41.0 21.7 10.7 39.1
Change Period (Y+ire), s 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
7.0 5.0 7.0
18.0 8.0 35.0
■ t
Max 0 Clear Time (g_c+I1), s 14.1 3.5 31.3
6.4 5.7 15.4
Green Ext Time (p c), s 0.6 0.0 2.7
OA 0.1 2.4
Intersection Summary
HCM 6th Ctrl Delay
24.2
■
HCM 6th LOS
C
Existing (2021) PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/10/2021
Intersection
Int Delay, s/veh 0.1
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
r et+
4*
4
Traffic Vol, veh/h 0 582
z jflQj,2s�i
2 1 459 0 2
3
1
0
0
Future Vol, vehiti 0 582
Conflicting Peels, 14/hr 000001r0Immr0ramp0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
0
RT Channelized
- None
- None
- None
- None
Storage Length - - 725
Veh in Median Storage, # - 0
0
0
0
t
Grade, % - 0
0
0
0
Peak Hour Factor 88 88 88 88 88 88 88 88 88
88 88 88
Heavy Vehicles, % 2 2 2 2 2 2 2
2 2 2
2 2
Mvmt Flow 0 661
2 1 522 0 2
0 3 1
0 0
Major/Minor
Majo r1
Ma
or2
Minorl
Minor2
Conflicting Flow All
522
0 0 663
0 0 1185
1185 661
1188
1187 522
Stage 1
661
661
524
524
Stage 2
524
524
664
663
Critical Hdwy
4.12
- 4.12
7.12
6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
- 6.12
5.52
- 6.12
5.52
Critical Hdwy Stg 2
6.12
5.52
- 6.12
5.52
Follow-up Hdwy
2.218
- 2.218
3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver
1044
- 926
166
189 462
165
188 555
Stage 1
452
460
537
530
Stage 2
537
530
450
459
Platoon blocked, Dia
Mov Cap -1 Maneuver 1044
- 926
166
189 462
164
188 555
Mov Cap -2 Maneuver
L. Stage 1
166
452
189
460
164
537
188
529
Stage 2
536
529
447
459
Approach
EB
WB
NB
SB
HCM Control Delay, s
0
0
18.6
27.1
HCM LOS
C
D
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h)
X270 1044
926 -
- 164
HCM Lane Vie Ratio
0.021
- 0.001
- 0.007
HCM Control Delay (s)
C A
0
- 27.1
HCM Lane LOS
-
A A
D
HCM 95th %tile Q(veh)
i 0.1 0 1,MM 0
0
Existing (2021) PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 4
HCM 6th TWSC
5: WCR 19 & Highway 66
12/10/2021
Intersection
Int Delay, slveh
5.2
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r tr 4)
4
Traffic Vol, veh/h
3 548
32 59 433 10 17 33 125 tal 2
32 59 433 10 17 33 125
Future Vol, veh/h
3 548
1 24 2
Conflicting Peels, #/hr
0 0 0 0 w0= 0mIIIP 0
0 0amp0
Sign Control
Free Free Free Free Free
Free Stop Stop Stop
Stop Stop Stop
RT Channelized
- None
- None - - None
- None
Storage Length
580
- 580 675
- 580
Veh in Median Storage,
- 0
0
0
0
Grade, %
0
0
0
0
Peak Hour Factor
97 97 97 97 97 97 97 97 97
97 97 97
Heavy Vehicles, %
14 10 6 6 10 14 11 11 11
11
11 11
Mvmt Flow
3 565
33 61 446 10 18 34 129
1
25 2
Major/Minor
Majo r1
Ma
or2
Minor1
Minor2
i
Conflicting Flow All
456
0 0 598
0 0 1158 1149 565
1237
1172 446
Stage 1
587
578
si
568
568
Stage 2
669
604
Critical Hdwy
4.24
- 4.16
7.21
6.61 6.31
7.21
6.61 6.31
Critical Hdwy Stg 1
-
6.21
5.61
6.21
5.61
Critical Hdwy Stg 2
•
6.21
5.61 1-
6.21
5.61
Follow-up Hdwy
2.326
- 2.254
3.599
4.099 3.399
3.599
4.099 3.399
Pot Cap -1 Maneuver
1044
- 959
166
191 508
146
185 594
Stage 1
490
491
492
492
Stage 2
480
487
433
474
Platoon blocked, %
Mov Cap -1 Maneuver 1044
- 959
- 140 178 508
88
173 594
Mov Cap -2 Maneuver
L. Stage 1
- 140 178
- 489 490
88
491
173
461
Stage 2
- 424 456
300
473
Approach
EB
WB
NB
SB
HCM Control Delay, s
0
1.1
30.3
29.3
HCM LOS
D
D
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR U BL WBT U BR SBLn1
Capacity (veh/h)
A 317 1044
959 - - 176
HCM Lane Vie Ratio 0.569 0.003
- 0.063
- 0.158
HCM Control Delay (s) 130.3 8.5
HCM Lane LOS
a 9
- 29.3
D A
A - - D
HCM 95th %tile Q(veh)
3.3 0
- 0.2 - - 0.5
Existing (2021) PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 5
LEVEL OF SERVICE
CALCULATIONS
YEAR 2024 CONDITIONS
WITHOUT PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12/10/2021
te-
k- fi
Movement EBL jEBT ERR WBL WBT WBR NBL NBT NBR eSBL SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (vehlh)
0 440 397 345 712 0 0 0 0 134 0 159
Future Volume (veh/h)
0 440 397 345 712 0 0 0 0 134 0 159
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve hlhll n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 494 0 388 800 0
151 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
0.89 0.89 0.89
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, vehlh
0 2388
457 2369 0
724 0
Arrive On Green
0.00 0.47 0.00 0.26 1.00 0.00
0.21 0.00 0.00
Sat Flow,vshm =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve hlh
0 494 0 388 800 0
151 0 0
Grp Sat Floes),vehlhlln
1702 1585 1728 1777 0
1728 0 1585
C Serve(g s
0.0 6.0 0.0 11.2 0.0 0.0
3.8 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 6.0 0.0 11.2 0.0 0.0
3.8 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), vehlh 0 2388
457 2369 0
724 0
VlC Ratio(X)
0.00 0.21
0.85 0.34 0.00
0.21 0.00
Avail Cap(c_a), vehlh 0 2388
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.93 0.93 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 16.5 0.0 37.6 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.2 0.0 7.5 0.4 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r 0.0 f 2.2 0.0 4.4 0.1 0.0
Unsig. Movement Delay, slveh
34.3 0.0 0.0
0.7 0.0 0.0
0.0 0.0 0.0
1.6 0.0
LnGrp Delay(d),slveh 1 0.0 16.7 0.0 45.1 0.4 0.0
35.0 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, vehlh
494 A
1188
1511." A
Approach Delay, slveh
16.7
15.0
35.0
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 20.9 56.1
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 13.2 8.0
Green Ext Time (p c), s 0.7 13,.3
2.0
5.8
6.0
0.4
Intersection Summary
r
HCM 6th Ctrl Delay
I
n 17.1
■
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Short-term (2024) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
1211012021
Nit 1- t fi
d
Movement
nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (veh/h) 149 414
0 0 736 129 336 0 299 0 0 0
Future Volume (veh/h) 149 414
Initial 0 (Qb), veh 0 , 0
0 0 736 129 336 0 299 0 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, veh/h/In 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, veh/h 167 465
0 0 827 0 378 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 232 2631
0 0 3097
470 0
Arrive On Green 0.13 1.00 0.00 0.00 0.61 0.00 0.14 0.00 0.00
Sat Flow, veh/h 3456 3647
0 0 5274 1585 3456 0 1585
Grp VoIlume(v), veh/h 167 465
0 0 827 0 378 0 0
Grp Sat Flow(s),veh/h/In1728 1728 1777
0 0 1702 1585 1728 I 0 1585
C Serve(g s 4.9 0.0 0.0 0.0 8.0 0.0 11.1 0.0 0.0
Cycle 0 Glear(g_c), s 4.9 0.0 0.0 0.0 8.0 0.0 11.1 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 232 2631 0 7[i 3097
470 0
V/C Ratio(X) 0.72 0.18
Avail Cap(c a), veh/h 428 2631
0.00 0.00 0.27
0 7L 3097
0.80 0.00
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(/) 0.98 0.98
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.5 0.0
0.0 0.0 9.7 0.0 44.0 0.0 0.0
Incr Delay (d2), stveha 4.1A_ 0.1m 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3)1s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50°l%),veh/Ir2.0 Till 0.0 0.0 2.7 0.0 4.9 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.6 I 0.1 0.0 0.0 9.9 0.0 47.3 0.0 0.0
LnGrp LOS D A
A A A
D A
Approach Vol, veh/h 632
827 A
378 A
Approach Delay, s/veh 13.0
9.9
47.3
Approach LOS B
A
D
Timer - Assigned Phs 2
4 5 6
MEM
Phs Duration (G+Y+Rc), s 84.7
20.3 14.0 70.7
Change Period (Y+i c), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0
27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0
13.1 6.9 10.0
Green Ext Time (p c), s 3.1 1.1 0.2 6.0
Intersection Summary
HCM 6th Ctrl Delay ad 18.7
i
■
HCM 6th LOS
B
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Short-term (2024) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: WCR 13 & Highway 66
12/10/2021
t
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 370 32 76 717 12n 47 I 55 46 I 13 63 83
Future Volume (veh/h) 22 370 32 76 717 12 47 55 46 13 63 83
Initial O (Ob), veh 0 0 0 0 0 0 0' 0 0 1- 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No No
•
Adj Flow Rate, veh/h 23 385 33 79 747 12 49 57 48 14 66 86
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy V, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 264 739 63 513 869 14 148 107 75 85 104 123
Arrive On Green 0.03 0.44 0.44 0.06 0.47 0.47 0.14 0.14 0.14 0.14 0.14 0.14
Sat Flow, veh/h 1781 1699 146 1781 1836 29 419 764 536 78 743 882
Grp Volume(v), vehlh 23 0 418 79 0 759 154 0 0 166 0 0
Grp Sat Flows),veh/h/In 1761 0 1844 1781 0 1865 1718 0 0 1703 0 0
C Serve(gs), s 0.4 0.0 8.7 1.2 0.0 19.1 0.0 0.0 0.0 0.6 0.0 0.0
Cycle O Clear(g_c), s 0.4 0.0 8.7 1.2 0.0 19.1 4.2 0.0 0.0 4.8 0.0 0.0
Prop In Lane 1.00
0.08 1.00
0.02 0.32
0.31 0.08 0.52
Lane Grp Cap(c), vehlh 264 0 803 513 0 883 330 0 0 312 0 0
V/C Ratio(X) 0.09 0.00 0.52 0.15 0.00 0.86 0.47 0.00 0.00 0.53 0.00 0.00
Avail Cap(c_a), veh/h 485 0 1327 566 0 1236 638 0 0 645 0 0
•
H C M Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 10.6 0.0 10.9 7.7 0.0 12.4 21.4 0.0 0.0 21.6 0.0 0.0
lncr Delay (d2), slveh 0.1 0.0
4.6 1.0 0.0 0.0 1.4 0.0 0.0
Initial 0 De lay(d 3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Voile BackOf0(50°I%),veh/Ir0.1 0.0 1 2.4 0.3 0.0 5.9 1.6 0.0 0.0 1.6 0.0 0.0
Unsig. . Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.7 0.0 11.4 7.8 0.0 17.0 22.4 0.0 0.0 23.0 0.0 0.0
LnGrp LOS B A B A A BC A A U A A
Approach Vol, veh/h 44
838
154 166
Approach Delay, s/veh 11.4
16.1
22.4 23.0
Approach LOS B
B
C C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 14.4 8.4 30.0
14.4 6.4 32.0
Change Period (Y+Rc), s 7.0 5.0 7.0
7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
18.0 8.0 35.0
Max 0 Clear Time (g_c+I1), s 6.2 3.2 10.7
6.8 2A 21.1
Green Ext Time (pc), s 0.5 0.0 2.2
0.6 0.0 3.9
Intersection Summary
HUM 6th Ctrl Delay
16.1
HCM 6th LOS
B
Short-term (2024) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/10/2021
Intersection
Int Delay, s/veh 1.9
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4*
4
Traffic Vol, veh/h 0 413
34 38 655 0 31
0T 51
0 51
Future Vol, vehiti 0 413
Conflicting Pods, #/hr 0 L 0
34 38 655 0 31
1
0
0
0 0 0� OW 0 Li ap 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
.
- None
- None
- None
- None
Storage Length - - 725
-
Veh in Median Storage, tt - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 94 94 94 94 94
94 94 94 94
94 94 94
Heavy Vehicles, % 2
2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 0 439
36 40 697 0 33
0
54 1
0 0
Major/Minor
Majorl
Ma
or2
Minorl
Minor2
Conflicting Flow All
697 0 0 475 0 0 1216
1216 439
1261
1252 697
Stage 1
439
1 439
777
777
Stage 2
777
777
484
475
Critical Hdwy 4.12
- 4.12
7.12
6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
-
- 6.12
5.52
6.12
5.52
Critical Hdwy Stg 2
6.12
5.52
6.12
5.52
Follow-up Hdwy 2.218
- 2.218
- 3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 899
- 1087
158
181 618
147
172 441
Stage 1
597
578
390
407
Stage 2
390
407
564
557
Platoon blocked, Dia
Mov Cap -1 Maneuver 899
- 1087
151
170 618
128
162 441
Mov Cap -2 Maneuver
L. Stage 1
151
597
170
578
128
390
162
383
Stage 2
367
383
514
557
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0.5
23.1
33.4
HCM LOS
C
D
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
A 285 899
- 1087
- 128
HCM Lane Vie Ratio
0.306
HCM Control Delay (s) 123.1
HCM Lane LOS
- 0.037
0 - 8
0
- 0.008
- 33.4
C A
-
A A
D
HCM 95th %tile Q(veh)
1.3 0
0
Short-term (2024) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 4
HCM 6th TWSC
5: WCR 19 & Highway 66
12/10/2021
Intersection
Int Delay, slveh 4.4
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
's r
T
4+
4+
Traffic Vol, veh/h
7 393
35 115 666
11 23 74 a 2
Future Vol, veh/l
7 393 35 115 666
0 11
23 74 4 30 2
Conflicting Peels, #/hr
0Ali0
0 F 01MMIF 0
0
Sign Control
Free Free
Free Free
Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
- None
- None - - None
- None
Storage Length 580
- 580 675
- 580
Veh in Median Storage, # - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 97 97
97 97 97
97 97 97 97 97 97 97
Heavy Vehicles, % 14 10
6 6
10 14 11 11 11 11 11 11
Mvmt Flow 7 405
36 119 687 0 24 76 4 31 2
Major/Minor
Majo r1 # Ma
or2
Minor1 Minor2
Conflicting Flow All
687 0 0 441
0 0 1361 1344 405 1412 1380 687
Stage 1
- 419 4191— - 925 925
Stage 2
- 942 925
- 487 455
Critical Hdwy
4.24 ar - 4.16
- 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1
-
- 6.21 5.61
- 6.21 5.61
Critical Hdwy Stg 2
-
•
- 6.21 5.61 1- 6.21 5.61
Follow-up Hdwy 2.326
- 2.254
3.599 4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver 853
- 1098
120 145 627 110 138 432
Stage 1
594 575 - 311 336
Stage 2
304 336
- 545 554
Platoon blocked, Dia
Mov Cap -1 Maneuver 853
- 1098
88 128 627 76 122 432
Mov Cap -2 Maneuver
L. Stage 1
88 128
589 570
- 76 122
- 309 300
Stage 2
242 300
- 455 550
Approach
EB
WB
NB
SB
HCM Control Delay, s 0.1
1.3
29.6
48.4
HCM LOS
D
E
Minor Lane/Major Mvmt
NBLn1
EBL EBT EBR U BL WBT
UBR SBLn1
Capacity (veh/h) A 255
853
- 1098 - - 119
HCM Lane Vie Ratio 0.437 0.008
- 0.108 - - 0.312
HCM Control Delay (s) gr 29.6
HCM Lane LOS D
9.3
- a- 8.7
- 48.4
A
-
A
HCM 95th %tile Q(veh) 11 2.1
0 0.4
- 1.2
Short-term (2024) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12110/2021
te-
k- fi
Movement EBL jEBT ERR WBL WBT WBR NBL NBT NBR eSBL SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (veh/h)
0 X600 446 300 807 0 0 0 0 86 0 158
Future Volume (veh/h)
0 600 446 300 807 0 0 0 0 86 0 158
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/h/I n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h
0 638 0 319 859 0
91 0 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
0.94 0.94 0.94
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, veh/h
0 2487
390 2369 0
724 0
Arrive On Green
0.00 0A9 0.00 0.23 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), veh/h
0 638 0 319 859 0
91 0 0
Grp Sat Floes),veh/h/In
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 7.7 0.0 9.2 0.0 0.0
2.2 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 7.7 0.0 9.2 0.0 0.0
2.2 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h 0 2487
390 2369 0
724 0
V/C Ratio(X)
0.00 0.26
0.82 0.36 0.00
0.13 0.00
Avail Cap(c_a), veh/h 0 2487
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.93 0.93 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 15.8 0.0 39.6 0.0 0.0
Incr Delay (d2), sivehe 0n 0.2 0.0 4.2 0.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln r 0.0 f 2.8 0.0 3.6 0.1 0.0
Unsig. Movement Delay, s/veh
33.7 0.0 0.0
0.4 0.0 0.0
0.0 0.0 0.0
1.0 0.0
LnGrp Delay(d),s/veh 1 0.0 16.0 0.0 43.8 0.4 0.0
34.0 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, veh/h
638 A
1178
911." A
Approach Delay, s/veh
16.0
12.2
34.0
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 18.9 58.1
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 11.2 9.7
2.0
4.2
Green Ext Time (p c), s 0.7 4.4
6.6
0.2
Intersection Summary
r
HCM 6th Ctrl Delay
I
14.5
■
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Short-term (2024) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12/10/2021
Nit 1- t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
Traffic Volume (vehlh) 153 537 1 0 0 1 721 175 393 0 378 0 0 0
Future Volume (veh/h) 153 537
ttt
Initial 0 (Ob), veh 0 0
S
0 0 721 175 393 0 378 0 0 0
0 0�0 1 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.0
0 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870 0 a 1870 1870 1870 0 1870
No
No
Adj Flow Rate, vehlh 161 565 0 0 759 0 414 0 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 0 0 2 2 2 0 2
Cap, veh/h NV 226 2592 0 0 3051
Arrive On Green 0.13 1.00 0.00 0.00 0.60 0.00 0.15 0.00 0.00
507 0
Sat Flow, vehlh 3456 3647 0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 161 565 0 0 759 0 414 0 0
Grp Sat Flows),vehlhlln 1728 1777 0 0 1702 1585 1728 0 1585
C Serve(g s 4.7 0.0 0.0 0.0 7.4 0.0 12.2 0.0 0.0
Cycle 0 Clear(g_c), s 4.7 0.0 0.0 0.0 7.4 0.0 12.2 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00 1.00
Lane Grp Cap(c), veh/h 226 2592 0 7[i 3051 507 0
VlC Ratio(X) 0.71 0.22
0.00 0.00 0.25 0.82 0.00
Avail Cap(c_a), vehlh 428 2592 0 3051 889 0
H C M Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.98 0.98 0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.7 0.0 0.0 0.0 10.0 0.0 43.4 0.0 0.0
Incr Delay (d2), slveha 4.1 0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.0 Till 0.0 0.0 2.5 0.0 5.3 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.8 0.2 10.0 0.0 10.2 0.0 46.7 0.0 0.0
LnGrp LOS
D A A A B D A
Approach Vol, vehlh 726 759 A
414 A
Approach Delay, slveh 11.0 10.2
Approach LOS
B B
46.7
D
■
Timer - Assigned Phs
2 4 5 6
MEM
Phs Duration (G+Y+Rc), s 83.6 21.4 13.9 69.7
■
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 14.2 6.7 9.4
Green Ext Time (p c), s 3.9 1.2 0.2 5.4
Intersection Summary
HCM 6th Ctrl Delay
18.4
■
HCM 6th LOS
B
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Short-term (2024) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: WCR 13 & Highway 66
12/10/2021
t
t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
'Pi or+ 'Pi or+
4
Traffic Volume (veh/h)
184 774 59 74 458 25 57 1 129 115 10 87 35
Future Volume (veh/h)
184 774 59 74 458 25 57 129 115 10 87 35
Initial 0 (Ob), veh
0 0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
•
Adj Flow fete, vehlh 190 798 61 76 472 26 59 133 119 10 90 36
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy V, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 472 835 64 214 804 44 105 168 135 62 268 100
Arrive On Green 0.08 0.49 0.49 0.05 0.46 0.46 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, vehlh 1781 1716 131 1781 1756 97 233 793 636 53 1264 474
Grp Volume(v), veh/h 190 0 859 76 0 498 311 0 0 136 0 0
Grp Sat Flows),vehlhlln1781 0 1847 1781 0 1853 1661 0 0 1791 0 0
C Serve(gs), s 4.2 0.0 34.0 1.7 0.0 15.2 8.8 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 14.2 0.0 34.0 1.7 0.0 15.2 13.8 0.0 0.0 5.0 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.05 0.19
0.38 0.07
0.26
Lane Grp Cap(c), vehlh 472 0 898 214 0 849 408 0 0 430 0 0
VlC Ratio(X) 0.40 0.00 0.96 0.36 0.00 0.59 0.76 0.00 0.00 0.32 0.00 0.00
Avail Cap(c a), vehlh 514 0 921 237 0 851 447 0 0 472 0 0
•
H C M Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 11.0 0.0 18.8 17.0 0.0 15.3 29.0 0.0 0.0 25.6 0.0 0.0
Incr Delay (d2), slveh 0.6 0.0 19.6 1.0
1.0 7.0 0.0 0.0 0.4 0.0 0.0
Initial 0 De lay(d 3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Voile BackOfo(50°I%),vehllnl.3 0.0 15.9 0.6 0.01 5.3 5.8 0.0 0.0 2.0 0.0 0.0
Unsig. . Movement Delay, slveh
LnGrp Delay(d)slveh 11.5 0.0 38.4 18.0 0.0 16.3 35.9 0.0 0.0 26.1 0.0 0.0
LnGrp LOS B A D B A BD A A C A A
Approach Vol, vehlh 1049
574
311
136
Approach Delay, slveh 33.5
16.6
35.9
26.1
Approach LOS C
B
D
C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 23.1 9.0 44.1
23.1 11.2 41.9
Change Period (Y+Rc), s 7.0 5.0 7.0
7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
18.0 8.0 35.0
Max 0 Clear Time (g_c+I1), s 15.8 3.7 36.0
7.0 6.2 17.2
Green Ext Time (pc), s 0.4 0.0 1.0
0.4 0.1 2.5
Intersection Summary
HUM 6th Ctrl Delay
28.7
HCM 6th LOS
C
Short-term (2024) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/10/2021
Intersection
Int Delay, s/veh 0.1
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
r et+
4*
618 z jflQj,2 = of
4
3
1
0
0
Future Vol, veh/l
Conflicting Pods, #/hr a 0 0
0 618
2 1 487
0 2
0
0 � 01MMr0 lir 0 0 amp 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
a
- None
- None
- None
- None
Storage Length - - 725
Veh in Median Storage, tt - 0
0
0
0
t
Grade, % - 0
0
0
0
Peak Hour Factor 88 88 88
88 88 88 88 88 88
88 88 88
Heavy Vehicles, % 2 2 2
2 2 2 2
2 2 2
2
2
Mvmt Flow 0 702 2 1 553
0 2
0 3 1
0
0
Major/Minor
Majorl
Ma
or2
Minorl
Minor2
Conflicting Flow All 553
0 0 704
0 0 1257
1257 702
1260
1259 553
Stage 1
- 702
702
- 555
555 int
Stage 2
- 555
555
- 705
704
Critical Hdwy 4.12
- 4.12
- 7.12
6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
-
- 6.12
5.52
- 6.12
5.52
Critical Hdwy Stg 2
-
-
- 6.12
5.52
- 6.12
5.52
-p
Follow-up Hdwy 2.218
-
- 2.218
- 3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 1017
-
- 894
- 148
171 438
147
171 533
Stage 1
- 429
440
- 516
513
Stage 2
- 516
513
- 427
440
Platoon blocked, Dia
Mov Cap -1 Maneuver 1017
- 894
- 148
171 438
146
171 533
Mov Cap -2 Maneuver
L. Stage 1
- 148
- 429
171
440
- 146
- 516
171
512
Stage 2
- 515
512
- 424
440
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0
20
29.9
HCM LOS
C
D
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h)
X246 1017
- 894
- 146
HCM Lane Vie Ratio
HCM Control Delay (s)
0.023
20 0
- 0.001
9 0
- 0.008
- 29.9
HCM Lane LOS
C A
A A
D
HCM 95th %tile Q(veh)
1r0.1 0 � 0
0
Short-term (2024) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 4
HCM 6th TWSC
5: WCR 19 & Highway 66
12/10/2021
Intersection
Int Delay, slveh
6.4
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r tr 4)
4
Traffic Vol, veh/h
3 582 34 63 460 11
135 133_K In 2
18 35 133 1 25 2
Future Vol, veh/l
3 582 34 63 460
Conflicting Peels, #/hr 0 0
11
0 0 0 &Mit 0
Stop Stop Stop Stop
Sign Control
Free Free Free Free Free
Free Stop Stop
RT Channelized - - None
- None
- None
- None
Storage Length
580
- 580 675
- 580
i
Veh in Median Storage, # - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 97 97
97 97 97 97 97 97 97
97 97 97
Heavy Vehicles, % 14 10
6 6 10 14 11 11
11 11 11 11
Mvmt Flow
3 600 35 65 474 11 19 36 137
1
26 2
Major/Minor
Majo r1
Ma
or2 MinoTEl Minor2
Conflicting Flow All 485 0 0 635
0 0 1230
1221
600 1314
1245 474
Stage 1
- 606
606
- 604
604
Stage 2
- 624
615
- 710
641
Critical Hdwy
4.24
- 4.16
- 7.21
6.61
6.31 7.21
6.61 6.31
Critical Hdwy Stg 1
i
- 6.21
5.61
- 6.21
5.61
Critical Hdwy Stg 2
- 6.21
5.61
1-
6.21
5.61
Follow-up Hdwy
2.326
- 2.254
- 3.599
4.099
3.399 3.599
4.099 3.399
Pot Cap -1 Maneuver
1018
- 929
- 148
173
485 129
167 572
Stage 1
- 469
473
- 470
474
Stage 2
- 458
468
- 410
456
Platoon blocked, %
Mov Cap -1 Maneuver 1018
- 929
- 122
160
485 72
155 572
Mov Cap -2 Maneuver
L. Stage 1
- 122
- 468
160
472
- 72
- 469
155
4411 -
Stage 2
- 400
435
- 271
455
INI
Approach EB
WB
NB
SB
HCM Control Delay, s 0
1.1
38.7
33
HCM LOS
E
D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR U BL WBT U BR SBLn1
Capacity (veh/h) A 290
1018
- 929
- 157
HCM Lane Vie Ratio 0.661
0.003
- 0.07
- 0.184
HCM Control Delay (s) a 38.7
HCM Lane LOS E
8.5
- 9.2
33
A
A
D
HCM 95th %tile Q(veh) 4.3
0
- 0.2
- 0.7
Short-term (2024) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
12/09/2021
te-
k- fi lir 4
Movement
EBL EBT ERR WBL WBT WBR
NBL NBT NBR SBL SBT SBR
Lane Configurations
t
r t r
4
4
Traffic Volume (vehlh)
7 393 35 1115 I 666
0 11
23 74 4 30 2
Future Volume (veh/h)
7 393
35 115 666
0 11
23 74 4 30 2
Initial 0 (Ob), veh
0 0 0
0 0 0
0 1 0 0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00 '1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00
1.00 1.00 1.00
1.00 1.00
1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ve hlhll n
1693 1752 1811 1811
1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, vehlh
7 405
36 119 687
0 11
24 76 4 31 2
Peak Hour Factor
0.97 0.97 0.97
0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.91
Percent Heavy Veh, %
14 10
6 6 10
14 11
'11 11 11 11 11
Cap, vehlh
352 it_549a 481a 429
963 789 1107 108 183 11
Arrive On Green
0.31 0.31 0.31 0.09 0.55 0.00 0.12 0.12 0.12 0.12 0.12 0.12
Sat Flow, vehlh
683 1752 1535 1725 1752 1434 388 1039 92 1503 91
Grp Vollume(v), ve hlh
7 405
36 119 687
0 111
0 0 37 0 0
Grp Sat Flows),vehlhlln
683 1752 1535 1725 1752 1434 1518
0 0 1687 IMMI.F0
C Serve(g s
0.3 8.5
0.7 1.7 11.9
0.0 0.9
0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s
2.5 8.5
07 11.7X11.9
0.0 2.8
0.0 0.0 0.8 0.0 0.0
Prop In Lane
1.00
1.00 1.00
1.00 0.10
0.68 0.11
0.05
Lane Grp Cap(c), vehlh
352 549
4811 429 963
789 281
0 0 302 0 0
VlC Ratio(X)
0.02 0.74
0.07 0.28 0.71
0.00 0.40 0.00 0.00
0.12 0.00 0.00
Avail Cap(c_a), vehlh
953 2089 1830
819 2899 2374
409 0 0 442
0
HCM Platoon Ratio
1.00 1.00
1.00 1.00 1.00
1.00 1.00
1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 1.00
1.00 1.00 1.00 0.00
1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh
Incr Delay (d2), sivehe 0.0
Initial Q Delay(d3),slveh
11.4 12.6
%ile BackOfQ(50%),vehlln r
Unsig. Movement Delay, slveh
2.0
0.0 0.0
0.0 T 2.3
9.9
0.1
0.0
8.2 6.9
'1.0
0.0 0.0
0.2 0.31 1.5
0.0 17.1
0.0 0.9
0.0 0.0
0.0 0.0 16.2 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 0.8 0.0
0.3 0.0
LnGrp Delay(d),slveh
114 14.6 10.0 8.5 7.8 0.0 18.0 0.0 0.0 j 16.4
0.0 0.0
LnGrp LOS
B B
A A A
A B
A A B A A
Approach Vol, vehlh
448
806
111
el 3a.
Approach Delay, slveh
14.1
7.9
18.0
16.4
Approach LOS
B
A
B
Timer - Assigned Phs
2 3 4
6
8
Phs Duration (G+Y+Rc), s
11.5
9.7 19.9
11.5
29.6
Change Period (Y+ire), s
6.5
6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s
8.5
13.0 49.0
8.5
68.0
Max 0 Clear Time (g_c+I1), s
4.8
3.7 10.5
2.8
13.9
Green Ext Time (p c), s
0.2
2.4
0.0
4.6
Intersection Summary
=Pm
HCM 6th Ctrl Delay
10.9
HCM 6th LOS
B
Short-term (2024) NO Project AM Peak Hour 12/06/2021
signal at SH 66 & MICR 19
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
12/09/2021
k- fi lir 4
Movement EBL
EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
vi r r vi r r �.
4
Traffic Volume (vehlh) 3
582 34 63 460 L 11 1 18 35 133 1 25 2
Future Volume (veh/h) 3
582 34 63 460 11 18 35 133 1 25 2
Initial 0 (Ob), veh 0
0 0 0 0 0
0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 '1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ire hlhll n 1693 1752 1811 1811
1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, vehlh 3
600 35 65 474 11 19 36 137 1 26 2
Peak Hour Factor 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.91
Percent Heavy Veh, % 14
Cap, veh/h 473 I 722
Arrive On Green 0.41 0.41
10 6 6 10 14
11 11 11 11 11 11
632 314 1 1017 833 87 60
72 266 t 20
0.41 0.06 0.58
0.58 0.17 0.17 0.17 0.17
0.17 0.17
Sat Flow, vehlh
824 1752 1535 1725 1752 1434 T 80 854 1080 16 1573 118
Grp Vo ume(v), vehlh 3
600 35 65 474 11 192 0 0 29 0 0
Grp Sat Flow(s),veh/h/In
824 1752 1535 1725 1752 1434 1514 0 0 1707 IMMI.F0
C S e rare (g_s), s 0.1
16.5 0.7 1.0 8.4 0.2
2.3 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.1
16.5 0.7 1.0 8.4 0.2
6.5 0.0 0.0 0.8 0.0 0.0
Prop In Lane 1.00
1.00 1.00
1.00
0.10
0.71 0.03
0.07
Lane Grp Cap(c), veh/h 473
722 632 314 1017 833
329 0 0 358 0 0
V/C Ratio(X) 0.01
0.83 0.06 0.21 0.47 0.01
0.58 0.00 0.00 0.08 0.00 0.00
Avail Cap(c_a), veh/h 851
1526 1337 374 1883 1541
589 0 0 650
0
HCM Platoon Ratio 1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00
1.00 1.00 1.00 1.00 1.00
1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 9.4 14.2
9.6 10.3 6.5 4.3 21.3 0.0 0.0 18.9 0.0 0.0
Incr Delay (d2), stveh 0.0
2.6 0.0 0.3 0.3 0.0
1.6 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0
%Ile BackOfQ(50%),vehlln r 0.0 f 4.9
Unsig. Movement Delay, slveh
0.0 0.0 0.0 0.0 0.0
0.0 0.0 0.0
0.0 0.0 0.0
0.2 0.3 1.6 0.0
2.1 0.0
0.3 0.0
LnGrp Delay(d),slveh 1 9.4
16.8 9.6 10.6 6.8 4.8 22.9 0.0 0.0 i 19.0 0.0 0.0
LnGrp LOS A
B A B A A
A A B A A
Approach Vol, veh/h
638
550
192
•
29
Approach Delay, slveh
16.3
7.2
22.9
19.0
Approach LOS
B
A
C
Timer - Assigned Phs
2 3 4
6
8
Phs Duration (G+Y+Rc), s
15.6 9.1 29.2
15.6
38.3
Change Period (Y+ire), s
6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s
18.5 5.0 47.0
18.5
58.0
Max 0 Clear Time (g_c+I1), s
8.5 3.0 18.5
2.8
10.4
Green Ext Time (p c), s
0.7 0.0 3.7 0.1
2.8
Intersection Summary
HCM 6th Ctrl Delay
13.7
HCM 6th LOS
B
Short-term (2024) NO Project PM Peak Hour 12/06/2021
signal at SH 66 & WCR 19
Synchro 10 Light Report
Page 1
LEVEL OF SERVICE
CALCULATIONS
YEAR 2024 CONDITIONS
WITH PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
01/11/2022
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR eSBL SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (vehlh)
0 442 397 390 712 0 0 0 0 137 0 159
Future Volume (veh/h)
Initial 0 (Ob), veh
0 442 397 390 712 0 0 0 0 137 0 159
0
S
0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, vehlhlln
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 497 0 438 800 0
154 0 0
Peak Hour Factor
0.89 0.89 0.89 0.89 0.89 0.89
0.89 0.89 0.89
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, vehlh
0 2320
504 2369 0
724 0
Arrive On Green
0.00 0A5 0.00 0.29 1.00 0.00
0.21 0.00 0.00
Sat Flow,vshm =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve hlh
0 497 0 438 800 0
154 0 0
Grp Sat Floes),vehlhlln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 6.2 0.0 12.6 0.0 0.0
3.9 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 6.2 0.0 12.6 0.0 0.0
3.9 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), vehlh
0 2320
504 2369 0
724 0
VlC Ratio(X)
0.00 0.21
0.87 0.34 0.00
0.21 0.00
Avail Cap(c_a), vehlh
0 2320
625 2369 0
724
HCM Platoon Ratio
1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l)
0.00 1.00 0.00 0.93 0.93 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh
Incr Delay (d2), sivehe 0.07r 0.2
Initial Q Delay(d3),slveh
%ile BackOfQ(50 %),vehlln r 0.0 T 2.3
Unsig. Movement Delay, slveh
0.0 17.3 0.0 36.3 0.0 0.0
0.0 10.1 0.4 0.0
0.0 0.0 0.0 0.0 0.0 0.0
34.3 0.0 0.0
0.7 0.0 0.0
0.0 0.0 0.0
0.0 5.0 0.1 0.0
1.7 0.0
LnGrp Delay(d),slveh 1 0.0
17.5 0.0 46.3 0.4 0.0
35.0 0.0 0.0
LnGrp LOS
A B
D A A
D A
Approach Vol, vehlh
497 A
1238
154 A
Approach Delay, slveh
17.5
16.6
35.0
Approach LOS
B
B
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 22.3 54.7
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 14.6 8.2
2.0
5.9
Green Ext Time (p c), s
0.7 3.3
6.0
0.4
Intersection Summary
HCM 6th Ctrl Delay
I
18.4
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Short-term (2024) Build AM Peak Hour 12/06/2021 with Aggregate Production
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
0111112022
Nit te t fi
d
Movement inEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt
Traffic Volume (vehlh) 149 419
0 0 751 129 336 0 349 0 0 0
Future Volume (veh/h) 149 419
0 0 751 129 336 0 349 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow fete, vehlh 167 471
0 0 844 0 378 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 232 2631
0 0 3097
470 0
Arrive On Green 0.13 1.00 0.00 0.00 0.61 0.00 0.14 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 167 471
0 0 844 0 378 0 0
Grp Sat Flows), vehlhlln 1728 1777
0 0 1702 1585 1728 I 0 1585
C Serve(g s 4.9 0.0 0.0 0.0 8.2 0.0 11.1 0.0 0.0
Cycle 0 Glear(g_c), s 4.9 0.0 0.0 0.0 8.2 0.0 11.1 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 232 2631 0 7[i 3097
470 0
VlG Ratio(X) 0.72 0.18
Avail Cap(c a), vehlh 428 2631
0.00 0.00 0.27
0 7L 3097
0.80 0.00
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.98 0.98
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.5 0.0
0.0 0.0 9.7 0.0 44.0 0.0 0.0
Incr Delay (d2), slveha 4.1A_ 0.1m 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.0 Till 0.0 0.0 2.7 0.0 4.9 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.6 I 0.1 0.0 0.0 10.0 0.0 47.3 0.0 0.0
LnGrp LOS D A
A A A
D A
Approach Vol, vehlh 638
844 A
378 A
Approach Delay, slveh 12.8
10.0
47.3
Approach LOS B
A
D
Timer - Assigned Phs 2
4 5 6
aiMEM
Phs Duration (G+Y+Rc), s 84.7
20.3 14.0 70.7
Change Period (Y+ire), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0
27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0
13.1 6.9 10.2
Green Ext Time (p c), s
3.1 1.1 0.2 6.1
Intersection Summary
HCM 6th Ctrl Delay 4 18.5i.
i
HCM 6th LOS
B
Notes
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Short-term (2024) Build AM Peak Hour 12/06/2021 with Aggregate Production
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
d
Movement EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
TE)
4
Traffic Volume (veh/h) 22 394
32 76 732 12n 47 I 55 47 13 63 83
Future Volume (veh/h) 22 394
32 76 732 12 47 55 47 13 63 83
Initial 0 (Ob), veh 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
•
Adj Flow Rate, veh/h 23 410
33 79 762 12 49 57 49 14 66 86
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h NV 259 755 61 501 880 14 146 105s 76 1 84A 103 4123
Arrive On Green 0.03 0.44 0.44 0.06 0.48 0.48 0.14 0.14 0.14 0.14 0.14 0.14
Sat Flow, veh/h
1781 1708 137 1781 1836 29 417 759 544 78 744 883
Grp Volume(v), ve h!h 23
0 443
79 0 774 155 0 0 166 0 0
Grp Sat Flow(s),veh/h/In1781
0 1846 1781 0 1865 1719 0 0 1705 0 0
0 Serve(g_s), s
0.4 0.0 9.4 1.2 0.0 19.8 0.0 0.0 0.0 0.6 0.0 0.0
Cycle 0 Clear(g_c), s 0.4 0.0 9.4 1.2 0.0 19.8 4.3 0.0 0.0 4.9 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.02 0.32
0.32 0.08
0.52
Lane Grp Cap(c), veh/h 259
0 816 501 0 894 327 0 0 310 0 0
V/C Ratio(X)
0.09 0.00 0.54 0.16 0.00 0.87 0.47 0.00 0.00 0.54 0.00 0.00
Avail Cap(c_a), veh/h 477
0 1309 552 0 1218 629 0 0 635 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 10.7 0.0 11.0 7.7 0.0 12.4 21.7 0.0 0.0 22.0 0.0 0.0
Incr Delay (d2), slvehit 0.1A_ 0.0 _a 0.6 0.1
Initial Q Delay(d3),sfveh 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 1.1 0.0 0.0 1.4 0.0 0.0
%ile BackOfQ(50 %),veh/lr0.1 0.0
2.7 0.3 0.0 6.3 1.7 0.0 0.0 1.8 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 10.9 0.0
11.5 7.9 0.0 17.5 22.8 0.0 0.0 23.4 0.0 0.0
LnGrp LOS B A
B A A BC A A C A A
Approach Vol, veh/h 466
853
155
166
Approach Delay, sfveh 11.5
16.6
22.8
23.4
Approach LOS B
B
C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 14.5 8.5 30.7
14.5 6.4 32.7
Change Period (Y+ire), s 7.0 5.0 7.0
7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
18.0 8.0 35.0
Flax O Clear Time (g_c+I1), s 6.3 3.2 11.4
6.9 2.4 21.8
Green Ext Time (p c), s 0.5 0.0 2.4
0.6 0.0 3.9
Intersection Summary
HCM 6th Ctrl Delay
16.5
HCM 6th LOS
B
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Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Site-Va rra Access/8553 Driveway & Highway 66
01/11/2022
Intersection
Int Delay, slveh
27.8
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4*
4
Traffic Vol, veh/h
0 413 89 153 655n 76 L 0 156
0 413
1
0
0
Future Vol, vehih
Conflicting Peels, #/hr
0L
89 153 655 0 76 0 156
0WIT 0 T 0 0 0
11
0 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
.
- None
- None - - None
- None
Storage Length
- 725
Veh in Median Storage, # - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 94 94
94 94 94 94 94 94 94
94 94 94
Heavy Vehicles, % 2 2
2 2 2 2 2
2 2 2 2 2
Mvmt Flow 0 439
95 163 697 0 81
0 166
1
0 0
Major/Minor
Majo rl
Ma
or2 .
Minorl
Minor2
Conflicting Flow All 697
0 0 534
0 0 1462 '1462 439
1593
1557 697
Stage 1
- 439 439
1023
1023
Stage 2
- 1023 1023
570
534
Critical Hdwy
4.12 air= - - 7.12 6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
i
- 6.12 5.52
6.12
5.52
Critical Hdwy Stg 2
-
6.12 5.52
6.12
5.52
-p
Follow-up Hdwy 2.218
- 2.218
3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 899
- 1034
107
129 618
86
'113 441
Stage 1
597 578
284
313
Stage 2
284 313
506
524
Platoon blocked, Dia
Mov Cap -1 Maneuver 899
- 1034
86
96 618
50
84 441
Mov Cap -2 Maneuver
L. Stage 1
86 96
597 578
- 50
284
84
233
Stage 2
211 233
370
524
Approach EB
WB
NB
SB
HCM Control Delay, s 0
1.7
178.7
78.6
HCM LOS
F
F
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
204 899
- 1034
- 50
HCM Lane Vie Ratio
1.21
- 0.157
- 0.021
HCM Control Delay (s)
178.71 0 SW" 9.1 0
- 78.6
HCM Lane LOS
F A
A A
F
HCM 95th %tile Q(veh)
12.7 0
- 0.6
- 0.1
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Synchro 10 Light Report
Page 4
HCM 6th TWSC
5: WCR 19 & Highway 66
01/11/2022
Intersection
Int Delay, slveh
4.8
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
's r
r t r 4)
4
Traffic Vol, veh/h
7 428
35 115 711 D 11 23 74 a 2
Future Vol, veh/h
7 428 35 115 711 0 11 23 74
4 30 2
Conflicting Peels, #/hr
0 0 0 WO= Iw0 lot 01mIlilw0= 0
0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
- None
- None - - None
- None
Storage Length
580 - 580 675 - 580
Veh in Median Storage, # - 0
0 - - 0
0
Grade, %
0
0 - - 0
0
Peak Hour Factor
97 97
97 97 97
97 97 97 97
97 97 97
Heavy Vehicles, %
14 10
6 6
10 14 11 11 11
11
11 11
Mvmt Flow
7 441
36 119 733 0 24 76
4 31 2
Major/Minor
Majo rl
Ma
or2 Minorl
Minor2
Conflicting Flow All
Stage 1
733 0 0 477
MIME
0 0 1443 1426 441
- 455 455
1494
971
1462 733
971 inn
Stage 2
- 988 971
523
491
Critical Hdwy
4.24 air - 4.16
- 7.21 6.61 6.31
7.21
6.61 6.31
Critical Hdwy Stg 1
6.21
5.61
6.21
5.61
Critical Hdwy Stg 2
-
•
6.21
5.61 1-
6.21
5.61
Follow-up Hdwy
2.326
- 2.254
3.599
4.099 3.399
3.599
4.099 3.399
Pot Cap -1 Maneuver
820
- 1065
105
130 598
97
123 406
Stage 1
568
554
293
320
Stage 2
286
320
521
533
Platoon blocked, Dia
Mov Cap -1 Maneuver 820
- 1065 - - 74
114 598
65
108 406
Mov Cap -2 Maneuver
L. Stage 1
74
563
114
549
65
290
108
284
Stage 2
225
284
431
528
Approach EB
WB
NB
SB
HCM Control Delay, s 0.1
1.2
35
57
HCM LOS
E
F
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR U BL WBT U BR SBLn1
Capacity (veh/h)
A 228 820
- 1065
- 105
HCM Lane Vie Ratio 0.488 0.009
- 0.111
- 0.353
HCM Control Delay (s) = 35 9.4
HCM Lane LOS
- 8.8
57
E
A - - A - F
HCM 95th %tile Q(veh)
2.5 0 OA
- 1.4
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Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66 01/11/2022
te-
k- fi
Movement EBL jEBT ERR WBL WBT WBR NBL NBT NBR eSBL SBT SBR
Lane Configurations ft+ r 44
Traffic Volume (vehlh)
0 X600 446 345 807 0 0 0 0 86 0 158
Future Volume (veh/h)
0 600 446 345 807 0 0 0 0 86 0 158
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00
1.00 1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No No
Adj Sat Flow, vehlhlln
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 638 0 367 859 0
91 0 0
Peak Hour Factor
0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, vehlh
0 2418
437 2369 0
724 0
Arrive On Green
0.00 0M 0.00 0.25 1.00 0.00 0.21 0.00 0.00
Sat Flow,vshm =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve hlh
0 638 0 367 859 0
91 0 0
Grp Sat Floes),vehlhlln
1702 1585 1728 1777 0 1728 I 0 1585
C Serve(g s
0.0 7.9 0.0 10.6 0.0 0.0 2.2 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 7.9 0.0 10.6 0.0 0.0 2.2 0.0 0.0
Prop In Lane
0.00 1.00 1.00 0.00
1.00 1.00
Lane Grp Cap(c), vehlh 0 2418
437 2369 0
724 0
VlC Ratio(X)
0.00 0.26 0.84 0.36 0.00
0.13 0.00
Avail Cap(c_a), vehlh 0 2418
625 2369 0 724
HCM Platoon Ratio
1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
0.00 1.00 0.00 0.93 0.93 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 16.6 0.0 38.2 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.3 0.0 6.5 0.4 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r 0.0 f 2.9 0.0 4.2 0.1 0.0
Unsig. Movement Delay, slveh
33.7 0.0 0.0
0.4 0.0 0.0
0.0 0.0 0.0
1.0 0.0
LnGrp Delay(d),slveh 1 0.0 16.9 0.0 44.7 0.4 0.0
34.0 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, vehlh
638 A
1226
911." A
Approach Delay, slveh
16.9
13.7
34.0
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6 8
Phs Duration (G+Y+Rc), s
20.3
56.7
77.0
28.0
Change Period (Y+Re), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 12.6
9.9
2.0
4.2
Green Ext Time (p c), s 0.7
6.6 0.2
Intersection Summary
HCM 6th Ctrl Delay
WI5.7
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Short-term (2024) Build PM Peak Hour 12/06/2021 with Aggregate production Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
01111/2022
Nit te t fi
d
Movement inEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
Traffic Volume (veh/h) 153 537 1 0
ttt r
0 736 175 393 0 423 0 0 0
Future Volume (veh/h) 153 537
Initial 0 (Ob), veh 0 0
S
0 0 736 175 393 0 423 0 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, veh/h/In 1870 1870
0 a 1870 1870 1870 0 1870
Adj Flow Rate, veh/h 161 565
0 0 775 0 414 0 0
Peak Hour Factor
0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2
Cap, veh/h NV 226 2592
Arrive On Green
2 0 0 2 2 2 0 2
0 0 3051
507 0
0.13 1.00 0.00 0.00 0.60 0.00 0.15 0.00 0.00
Sat Flow, veh/h 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 161 565
0 0 775 0 414 0 0
Grp Sat Flow(s),veh/h/In1728 1777
0 0 1702 1585 1728 0 1585
C S e rare (g -s), s 4.7 0.0
0.0 0.0 7.6 0.0 12.2 0.0 0.0
Cycle 0 Clear(g_c), s 14.7 I 0.0
0.0 0.0 7.6 0.0 '12.2 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 226 2592
0 7[i 3051
507 0
VlG Ratio(X) 0.71 0.22
0.00 0.00 0.25
0.82 0.00
Avail Gap(c_a), veh/h 428 2592
0 7L 3051
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.98 0.98
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.7 0.0
0.0 0.0 10.0 0.0 43.4 0.0 0.0
Incr Delay (d2), slveha 4.1 0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.0 Till 0.0 0.0 2.5 0.0 5.3 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.8 0.2 10.0 0.0 10.2 0.0 46.7 0.0 0.0
LnGrp LOS D A A A B
D A
Approach Vol, veh/h 726 775 A
414 A
Approach Delay, slveh 11.0 10.2
46.7
Approach LOS
B B
D
Timer - Assigned Phs
2 4 5 6
Phs Duration (G+Y+Rc), s 83.6 21.4 13.9 69.7
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 14.2 6.7 9.6
Green Ext Time (p c), s 3.9 1.2 0.2 5.5
Intersection Summary
HUM 6th Ctrl Delay 18.4
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Short-term (2024) Build PM Peak Hour 12/06/2021 with Aggregate production
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 184 789 59 74 473 25 57 1 129 115 10 87 35
"r" 'Pi or+
Future Volume (veh/h) 184 789 59 74 473 25 57 129 115 10 87 35
Initial Q (Ob), veh 0 0 0 0 0 0 0
{` 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No No No
•
Ad j Flow fete, veh/h 190 813 61 76 488 26 59 133 119 10 90 36
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy V, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h IOW 463 841a 63 206 812 43 105 167 134 61 267 X100
Arrive On Green 0.08 0.49 0.49 0.05 0.46 0.46 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, veh/h
1781 1718 129 1781 1760 94 2311 792 636 53 1264 474
Grp Vollume*v), vehlh 190
0 874
76 0 514 311 0 0 136 0 0
Grp Sat Flow(s),veh/h/In1781
0 1847 1781 0 1853 1661 0 0 1791 0 0
C Serve(g s
4.2 0.0 35.3 1.7 0.0 15.9 8.9 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 4.2 0.0 35.3 1.7 0.0 15.9 13.9 0.0 0.0 5.0 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.05 0.19
0.38 0.07
0.26
Lane Grp Cap(c), veh/h 463
0 905 206 0 855 406 0 0 428 0 0
V1C Ratio(X)
0.41 0.00 0.97 0.37 0.00 0.60 0.77 0.00 0.00 0.32 0.00 0.00
Avail Cap(c_a), veh/h 505
0 912 229 0 855 443 0 0 467 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 11.1 0.0 19.0 17.4 0.0 15.4 29.3 0.0 0.0 25.9 0.0 0.0
Incr Delay (d2), stveha 0.6 0.0 21.8 1.1
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
1.2 7.2 0.0 0.0 0.4 0.0 0.0
%ile BackOfQ(50%),vehiln1.3 0.0 16.9 0.6 0.0 5.6 5.9 0.0 0.0 2.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 11.7 0.0 40.8 18.5 0.0 16.6 36.5 0.0 0.0 26.3 0.0 0.0
LnGrp LOS
B A D B A BD A A C A A
Approach Vol, veh/h
1064 590
311 136
Approach Delay, slveh
35.6 16.9
36.5 26.3
Approach LOS
B D
Timer - Assigned Phs
2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 23.2 9.0 44.7 23.2 11.2 42.5
Change Period (Y+ire), s 7.0 5.0 7.0 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0 18.0 8.0 35.0
Max 0 Clear Time (g_c+I1), s 15.9 3.7 37.3 7.0 6.2 17.9
Green Ext Time (p c), s I 0.4 0.0 0.11.1,0.4 0.1 2.5
Intersection Summary IMP
HCM 6th Ctrl Delay 29.9
HCM 6th LOS C
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Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Site / Varra Access/8553 Driveway & Highway 66
01/11/2022
Intersection
Int Delay, slveh 10.9
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
4 r
4*
618 47 106 4871L0. 47 k OT 108
4*
1
0
0
Future Vol, veh/h
Conflicting Pods, #/hr 0�
0 618 47 106 487
0 47
0 108
0 0�0 � OW 0 a �l 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
a
- None
- None
- None
- None
Storage Length - - 725
Veh in Median Storage, tt - 0
0
0
0
t
Grade, % - 0
0
0
0
Peak Hour Factor 88
88 88 88 88
88 88 88 88
88 88 88
Heavy Vehicles, % 2
2 2 2 2 2
2 2 2 2
2 2
Mvmt Flow 0 702
53 120 553
0 53
0 123
1
0 0
Major/Minor
Majo r1
Ma
or2 Minorl
Minor2
Conflicting Flow All 553
0 0 755 0 0 1495
1495 702
1583
1548 553
Stage 1
t
702
702
- 793
793
Stage 2
793
793
- 790 755
Critical Hdwy 4.12
- 4.12
7.12
6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
-
6.12
5.52
- 6.12 5.52
Critical Hdwy Stg 2
- -
6.12
5.52
- 6.12 5.52
-p
Follow-up Hdwy 2.218
-
- 2.218 - - 3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 1017
-
- 855 - - 101
123 438
88
1� 1 533
Stage 1
429
440
- 382 400
Stage 2
382
400
- 383
41i -
Platoon blocked, Dia
Mov Cap -1 Maneuver 1017
- 855 - - 85
98 438
53 91 533
Mov Cap -2 Maneuver
L. Stage 1
85
429
98
440
- 53
91
- 382 319
Stage 2
304
319
- 276 417
Approach EB
WB
NB
SB
HCM Control Delay, s 0
1.8
92.3
74.4
HCM LOS
F
F
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR U BL WBT U BR SBLn1
Capacity (veh/h) X194 1017
HCM Lane Vie Ratio 0.908
855 1 -
- 53
HCM Control Delay (s) a 92.3
HCM Lane LOS
- 0.141
o a s.9 0
- 0.021
- 74.4
F A
A A
F
HCM 95th %tile Q(veh) T 7.1 0
- 0.5
- 0.1
Short-term (2024) Build PM Peak Hour 12/06/2021 with Aggregate production
Synchro 10 Light Report
Page 4
HCM 6th TWSC
5: WCR 19 & Highway 66
01111/2022
Intersection
Int Delay, slveh
7.2
movemei_isr EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
r
T r 4.
L3I 61-a 34 63 495
4
11 18 35 133_K in 2
Future Vol, veh/lh
Conflicting Pods, #/hr a 0
3 617 34 63 495 11
18 35 133 1 25 2
0 0 &WEED 0w 0 aQ
0 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
- None
- None
- None - - None
Storage Length
580
- 580 675
- 580
Veh in Median Storage,
- 0
0
0 - - 0
Grade, %
0
0
0 - - 0
Peak Hour Factor
97 97
97
97 97 97 97 97 97 97 97 97
Heavy Vehicles, %
14 10
6 6 10
14 11
11 11 11 11 11
Mvmt Flow
3 636
35
65 510 11 19
36 137 1 26 2
Major/Minor
Majo rl
Ma
or2 Minorl
Minor2
Conflicting Flow All
521 0 0 671 0 0 1302 1293 636 1386 1317 510
Stage 1
- 642 642
- 640 640
Stage 2
- 660 651 - 746 677
Critical Hdwy
4.24
- 4.16 - - 7.21 6.61 6.31 7.21 6.61 6.31
Critical Hdwy Stg 1
-
- 8.21 5.61
- 6.21 5.61
Critical Hdwy Stg 2
-
- 6.21 5.61 1- 6.21 5.61
Follow-up Hdwy
2.326
- 2.254
3.599
4.099 3.399 3.599 4.099 3.399
Pot Cap -1 Maneuver
987
- 901
132
156 462 115 151 546
Stage 1
448
455
- 449 456
Stage 2
438
451
- 392 439 1 -
Platoon blocked, Dia
Mov Cap -1 Maneuver 987
- 901
107
144 462 62 140 546
May Cap -2 Maneuver
107
144
- 62 140
Stage 1
447
454
- 448 423
Stage 2
380
419
- 253 438
Approach
EB
WB
NB
SB
HCM Control Delay, s
0
1
47
37
HCM LOS
E
E
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR U BL WBT U BR SBLn1
Capacity (veh/h)
266
987
901 - 141
HCM Lane Vie Ratio
0.721
0.003
- 0.072 - - 0.205
HCM Control Delay (s)
a47
8.7
1=1- 9.3
37
HCM Lane LOS
F
A
A
HCM 95th %tile Q(veh)
5
0
- 0.2 - - 0.7
Short-term (2024) Build PM Peak Hour 12/06/2021 with Aggregate production
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
4: Site / Varra Access/8663 Driveway & Highway 66
01/11/2022
Ak- t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
t r
Traffic Volume (veh/h) 0 413
89 153 655 0 76 0 156 1 0 0
Future Volume (veh/h) 0 413
89 153 655 0 76 0 156 1 0 0
Initial 0 (Ob), veh 0 0 0 0
0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
Adj Flow Rate, vehlh 0 439
95 163 697 0 81 0 166 1 0 0
Peak Hour Factor
0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy V, % 2 2
Cap, veh/h MN 159 586 497 419 1013 0 402 0 255 306 0 0
Arrive On Green 0.00 0.31 0.31
2 2 2 2 2 2 2 2 2 2
0.10 0.54 0.00 0.16 0.00 0.16 0.16 0.00 0.00
Sat Flow, vehlh 748 1870 1585
1781 1870 0 1509 0 1585 917 0 0
Grp Volume(v), vehih 0 439
95 163 697 0 81 0 166 1 0 0
Grp Sat Flows),vehlhlln 748 1870 1585
1781 1870 0 1509 0 1585 917 0 0
O Serve(gs), s 0.0 9.6 2.0
2.5 12.4 0.0 0.0 0.0 4.5 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.0 9.6 2.0
2.5 12.4 0.0 1.8 0.0 4.5 1.8 0.0 0.0
Prop In Lane 1.00
1.00 1.00
0.00 1.00
1.00 1.00
0.00
Lane Grp Cap(c), vehlh 159 586 497
419 1013 0 402 0 255 306 0 0
VlC Ratio(X) 0.00 0.75 0.19
0.39 0.69 0.00 0.20 0.00 0.65 0.00 0.00 0.00
Avail Cap(c_a), vehlh 600 1690 1432
562 2267 0 845 0 751 688 0 0
HCM Platoon Ratio 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 1.00
1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 14.0 11.4
9.3 7.6 0.0 16.7 0.0 17.8 17.5 0.0 0.0
Incr Delay (d2), slveh 0.0 1.9 0.2
0.6 0.8 0.0 0.2 0.0 2.8 0.0 0.0 0.0
Initial 0 De lay(d 3),slveh 0.0 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Voile BackOfo(50°I%),vehllr0.0 3.0 0.5 0.6 2.2 0.0 0.7 0.0 1.4 0.0 0.0 0.0
Unsig. . Movement Delay, slveh
LnGrp Delay(d),slveh 0.0 15.9 11.6 9.9 8.4 0.0 17.0 0.0 20.6 17.5 0.0 0.0
LnGrp LOS A B
B A A A B A CB A A
Approach Vol, vehlh 534
860
247
1
Approach Delay, slveh 15.2
8.7
19.4
17.5
Approach LOS B
A
B
B
Timer - Assigned Phs 2 3 4
6
8
Phs Duration (G+Y+Rc), s 13.8 10.4 21.2
13.8
31.6
Change Period (Y+Rc), s 6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s 21.5 8.0 41.0
21.5
55.0
Max O Clear Time (g_c+I1), s 6.5 4.5 11.6
3.8
14.4
Green Ext Time (pc), s 0.8 0.1 2.7
0.0
4.5
Intersection Summary
HUM 6th Ctrl Delay
12.4
HCM 6th LOS
B
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signal at site access and WCR 19
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
01/11/2022
t
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
t r
t r 4.
4
Traffic Volume (veh/h) 7 428 35
115 711 0 11 1 23 74 4 30 2
Future Volume (veh/h) 7 428 35
115 711 0 11 23 74
4 30 2
Initial 0 (Ob}, veh 0 0 0
0 0 0�0 1 0
0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00
1.00 1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00
Work Zone On Approach No
No No
No
Adj Sat Flow, ve hlhll n 1693 1752 1811
1811 1752 1693 1737 1737 1737 1737
1737 1737
Adj Flow Rate, vehlh 7 441 36
119 733 0 11 24
76 4 31 2
Peak Hour Factor 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97
0.97 0.97
Percent Heavy V, % 14
Cap, veh/h r 584 512
Arrive On Green 0.33 0.33 0.33
10 6 6 10 14
11 11 11 11 11 11
419 987 808 104 46 124 105
179 11
0.09 0.56 0.00 0.12 0.12 0.12 0.12
0.12 0.12
Sat Flow, vehlh 655 1752 1535
1725 1752 1434 90 388 1039
92 1505 91
Grp Volume(v), veh/h 7 441 36
119 733 0 111 0
0 37 0 0
Grp Sat F lows), vehlhlln 655 1752 1535
1725 1752 1434 1518 0 0 1688
0 0
O Serve(gs), s 0.3 9.5 0.7
1.7 13A 0.0 0.9 0.0 0.0 0.0
0.0 0.0
Cycle 0 Clear(g_c), s 3.9 9.5 0.7
1.7 13.4 0.0 2.9 0.0 0.0 0.8
0.0 0.0
Prop In Lane
1.00 1.00
1.00 1.00 0.10
0.68 0.11
0.05
Lane Grp Cap(c), vehlh 333 584 512
419 987 808 274 0 0 295
0 0
alM
VlC Ratio(X) 0.02 0.76 0.07
0.28 0.74 0.00 0.41 0.00 0.00 0.13
0.00 0.00
Avail Cap(c_a), vehlh 869 2020 1769
794 2803 2295 395 0 0 428
0 0
HCM Platoon Ratio 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00
1.00 1.00 0.00 1.00 0.00 0.00 1.00
0.00 0.00
Uniform Delay (d), slveh 12.1 12.6 9.7
8.2 7.0 0.0 17.8 0.0 0.0 16.9
0.0 0.0
lncr Delay (d2), slveh 0.0 2.0 0.1
0.4 1.1 0.0 1.0 0.0 0.0 0.2
0.0 0.0
Initial 0 De lay(d 3),slveh 0.0 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0 0.0
Voile BackOfo(50°I%),vehllr0.0 2.6 0.2
0.3 1.8 0.0 0.9 0.0 0.0 0.3
0.0 0.0
Unsig. . Movement Delay, slveh
LnGrp Delay(d),slveh 12.1 14.6 9.7
8.6 8.1 0.0 18.7 0.0 0.0 17.0 0.0 0.0
LnGrp LOS B B A
A A A B A
A B A A
Approach Vol, vehlh 484
852 111
37
Approach Delay, slveh 14.2
8.2 18.7
17.0
Approach LOS B
A B
B
alM
Timer - Assigned Phs 2 3 4
6 8
Phs Duration (G+Y+Rc), s 11.6 9.8 21.2
11.6 30.9
Change Period (Y+Rc), s 6.5 6.0 7.0
6.5 7.0
Max Green Setting (Gmax), s 8.5 13.0 49.0
8.5 68.0
Max O Clear Time (g_c+I1), s 4.9 3.7 11.5
2.8 15.4
Green Ext Time (pc), s 0.1 0.2 2.6
0.0 5.0
Intersection Summary
HUM 6th Ctrl Delay 11.2
HCM 6th LOS B
Short-term (2024) Build AM Peak Hour 12/06/2021
signal at site access and WCR 19
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
4: Site / Varra Access/8663 Driveway & Highway 66
01/11/2022
Ak- t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
t
r ito)
Traffic Volume (vehlh) 0 618
47 106 487 On 47 0 108 1 0 0
Future Volume (veh/h) 0 618
47 106 487 0 47 0 108 1 0 0
Initial 0 (Ob), veh 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
Adj Flow Rate, vehlh 0 702
53 120 553 0 53 0 123 1 0 0
Peak Hour Factor
0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy V, % 2 2
Cap, veh/h MN 131 841 713 352 1188 0 310 0 188 247 0 0
Arrive On Green 0.00 0.45 0.45
2 2 2 2 2 2 2 2 2 2
0.08 0.64 0.00 0.12 0.00 0.12 0.12 0.00 0.00
Sat Flow, vehlh 855 1870 1585
1781 1870 0 1503 0 1585 979 0 0
Grp Volume(v), vehlh 0 702
53 120 553 0 53 0 123 1 0 0
Grp Sat Flows),vehlhlln 855 1870 1585
1781 1870 0 1503 0 1585 980 0 0
0 Serve(gs), s 0.0 18.2 1.0
1.7 8.4 0.0 0.0 0.0 4.1 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.0 18.2 1.0
1.7 6.4 0.0 1.5 0.0 4.1 1.5 0.0 0.0
Prop In Lane 1.00
Lane Grp Cap(c), veh/h 131 8411 713 352 1188 0 310 0 188 247 0 0
1.00 1.00
0.00 1.00
1.00 1.00
0.00
VlC Ratio(X) 0.00 0.83 0.07
0.34 0.47 0.00 0.17 0.00 0.65 0.00 0.00 0.00
Avail Cap(c_a), vehlh 479 1601 1357
443 2044 0 567 0 476 478 0 0
HCM Platoon Ratio 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 1.00
1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 13.3 8.6
10.1 5.2 0.0 22.0 0.0 23.1 22.7 0.0 0.0
lncr Delay (d2), slveh 0.0 2.3 0.0
0.6 0.3 0.0 0.3 0.0 3.8 0.0 0.0 0.0
Initial 0 De lay(d 3),slveh 0.0 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Voile BackOfo(50°I%),vehllr0.0 5.5 0.3
0.4 1.3 0.0 0.6 0.0 1.5 0.0 0.0 0.0
Unsig. . Movement Delay, slveh
LnGrp Delay(d),slveh 0.0 15.6 8.6
10.7 5.5 0.0 22.2 0.0 26.9 22.7 0.0 0.0
LnGrp LOS A B
A B A A C ACC A A
Approach Vol, vehlh 755
673
176
1
Approach Delay, slveh 15.1
6.4
25.5
22.7
Approach LOS B
A
C
C
Timer - Assigned Phs 2
3 4
6
8
Phs Duration (G+Y+Rc), s 13.0 10.2 31.7
13.0
41.9
Change Period (Y+Rc), s 6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s 16.5 7.0 47.0
16.5
60.0
Max 0 Clear Time (g_c+I1), s 6.1 3.7 20.2
3.5
10.4
Green Ext Time (pc), s 0.4 0.1 4.5
0.0
3.3
Intersection Summary
HUM 6th Ctrl Delay 12.6
HCM 6th LOS B
Short-term (2024) Build PM Peak Hour 12/06/2021
with signals at Site Access and WCR 19
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
01/11/2022
t
t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
t r
t r 4.
4
Traffic Volume (veh/h) 3 617 34
63 495 11 18 35 133 1 25 2
Future Volume (veh/h) 3 617
34 63 495 11 18 35 133 1 25 2
Initial 0 (Ob}, veh 0 0 0
0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No No
No
Adj Sat Flow, vehlhlln 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, vehlh 3 636 35 65 510 11 19 36 137 1 26 2
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy V, % 14 10 6 6 10 14 11 11 11 11 11 11
Cap, veh/h MN 468 754 660 304 1039 851 84 59 181 69 263 20
Arrive On Green 0.43 0.43 0.43 0.06 0.59 0.59 0.17 0.17 0.17 0.17 0.17 0.17
Sat Flow, vehlh 797 1752 1535 1725 1752 1434 80 354 1080 16 1574 118
Grp Volume(v), vehih 3 636
35 65 510 11 192 0 0 29 0 0
Grp Sat Flows),vehlhlln 797 1752
1535 1725 1752 1434 1514 0 0 1707 0 0
C Serve(gs), s 0.1 18.3
0.7 1.1 9.4 0.2 2.5 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.3 18.3
0.7 1.1 9.4 0.2 6.8 0.0 0.0 0.8 0.0 0.0
Prop In Lane 1.00
1.00 1.00
1.00 0.10
0.71 0.03
0.07
Lane Grp Cap(c), vehlh 468 754
660 304 1039 851 323 0 0 351 0 0
alM
VlC Ratio(X) 0.01 0.84
0.05 0.21 0.49 0.01 0.59 0.00 0.00 0.08 0.00 0.00
Avail Cap(c_a), vehlh 789 1461
1280 359 1802 1476 564 0 0 623 0 0
HCM Platoon Ratio 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00
1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 9.3 14.4
9.4 10.7 6.6 4.7 22.3 0.0 0.0 19.9 0.0 0.0
lncr Delay (d2), slveh 0.0 2.7
0.0 0.3 0.4 0.0 1.7 0.0 0.0 0.1 0.0 0.0
Initial 0 De lay(d 3),slveh 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Voile BackOf0(50°I%),vehllr0.0 5.5
0.2 0.3 1.8 0.0 2.2 0.0 0.0 0.3 0.0 0.0
Unsig. . Movement Delay, slveh
LnGrp Delay(d),slveh 9.3 17.0 9.4 11.0 6.9 4.7 24.1 0.0 0.0 20.0 0.0 0.0
LnGrp LOS A B A
B A A C A A B A A
Approach Vol, vehlh 674
586 192
29
Approach Delay, slveh 16.6
7.3 24.1
20.0
Approach LOS B
A C
B
Timer - Assigned Phs 2 3 4
8
Phs Duration (G+Y+Rc), s 15.9 9.2 31.3
15.9 40.4
Change Period (Y+Rc), s 6.5 6.0 7.0
6.5 7.0
Max Green Setting (Gmax), s 18.5 5.0 47.0
18.5 58.0
Max 0 Clear Time (g_c+I1), s 8.8 3.1 20.3
2.8 11.4
Green Ext Time (pc), s 0.6 0.0 4.0
0.1 3.0
Intersection Summary
HCM 6th Ctrl Delay 14.0
HCM 6th LOS B
Short-term (2024) Build PM Peak Hour 12/06/2021
with signals at Site Access and WCR 19
Synchro 10 Light Report
Page 5
LEVEL OF SERVICE
CALCULATIONS
YEAR 2027 CONDITIONS
WITHOUT PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12/10/2021
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR NOB L SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (veh/h)
0 467 421 366 756 0 0 0 0 142 0 169
Future Volume (veh/h)
0 467 421 366 756 0 0 0 0 142 0 169
Initial 0 (Ob), veh 0
S
0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/hfl n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h
0 525 0 411 849 0
160 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
0.89 0.89 0.89
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, veh/h
0 2357
479 2369 0
724 0
Arrive On Green
0.00 046 0.00 0.28 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Volume(v), ve h!h
0 525 0 411 849 0
160 0 0
Grp Sat Floes), vehf h/ln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 6,5 0.0 11.8 0.0 0.0
4.0 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 6.5 0.0 11.8 0.0 0.0
4.0 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h 0 2357
479 2369 0
724 0
V/C Ratio(X)
0.00 0.22
0.86 0.36 0.00
0.22 0.00
Avail Cap(c_a), veh/h 0 2357
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.92 0.92 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 17.0 0.0 37.0 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.2 0.0 8.6 0.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlin r 0.0 f 2.4 0.0 4.7 0.1 0.0
Unsig. Movement Delay, slveh
34.4 0.0 0.0
0.7 0.0 0.0
0.0 0.0 0.0
1.7 0.0
LnGrp Delay(d),slveh 1 0.0 17.2 0.0 45.6 0.4 0.0
35.1 0.0 0.0
LnGrp LOS
A B
D A A
D A
Approach Vol, veh/h
525 A
1260
160 A
Approach Delay, sfveh
17.2
15.1
35.1
Approach LOS
B
B
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s
21.5
55.5
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 13.8 8.5
2.0
6.0
Green Ext Time (p c), s 0.7 3.5
6.5
0.4
Intersection Summary
HCM 6th Ctrl Delay
I
17.3
a
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Mid
oft
range (2027) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12110/2021
Nit te t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (vehlh) 158 439
0 0 782 137 357
0 318 0 0 0
Future Volume (veh/h) 158 439
0 0 782 137 357
0 318 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 178 493
0 0 879 0 401 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
Cap, veh/h NV 243 2606
Arrive On Green
0 0 2 2 2 0 2
0 0 3045
0
0.14 1.00 0.00 0.00 0.60 0.00 0.14 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 178 493
0 0 879 0 401 0 0
Grp Sat Flows), vehlhlln 1728 1777
0 0 1702 1585 1728 0 1585
C Serve(g s 5.2 0.0
0.0 0.0 8.8 0.0
11.8 0.0 0.0
Cycle 0 Clear(g_c), s 5.2 0.0
0.0 0.0 8.8 0.0
11.8 0.0 0.0
Prop In Lane 1.00
0.00 0.00 1.00 1.00
1.00
Lane Grp Cap(c), vehlh 243 2606
0 7[i 3045 494 0
111C Ratio(X) 0.73 0.19
0.00 0.00 0.29 0.81 0.00
Avail Cap(c_a), vehlh 428 2606
0 7L 3045 889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.98 0.98
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.2 0.0
0.0 0.0 10.3 0.0 43.6 0.0 0.0
Incr Delay (d2), slveh_ 4.1
Initial Q Delay(d3),slveh 0.0
0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
%ile BackOfQ(50°l%),vehilr2.2
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Till 0.0 0.0 3.0 0.0 5.2 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.3
0.20.0 0.0 10.6 0.0 46.9 0.0 0.0
LnGrp LO D
A A
A B
D A
Approach Vol, vehlh 671ell 879 A
401 A
Approach Delay, slveh 12.9 10.6
46.9
Approach LOS
B B
D
Timer - Assigned Phs
2 4 5 6
MEM
Phs Duration (G+Y+Rc), s 84.0 21.0 14.4 69.6
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s
2.0 13.8 7.2 10.8
Green Ext Time (p c), s 3.3
1.2
6A
Intersection Summary
HCM 6th Ctrl Delay
18.91.
■
HCM 6th LOS
B
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Mid
range (2027) NO Project AM Peak Hour 12/06/2021
Synchro ro 10 light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/10/2021
t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 24 393 34
81 761 12 50 59 48 1 14 66 88
Future Volume (veh/h) 24 393 34 81 761
12 50 59 48 14 66 88
Initial 0 (Ob), veh 0 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No No No No
Adj Flow Rate, veh/h 25 409
35 84 793
12 52 61 50 15 69 92
Peak Hour Factor
0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 2 2 2
Cap, veh/h NV 249 771
Arrive On Green
2 2 2 2 2 2 2 2 2
66 509 900
14 145 110x76 1 81A 1054128
0.03 0.45 0.45 0.07 0.49 0.49 0.14 0.14 0.14 0.14 0.14 0.14
Sat Flow, veh/h
1781 1699 145 1781 1838 28 425 771 529 78 736 892
Grp Vollume*v), ve hlh
25 0 444 84
0 805 163 0 0 176 0 0
Grp Sat Flows),vehlhlln 1 781
0 1844 1781
0 1865 1725 0 0 1706 0 0
0 Serve(g s
0.4 0.0 9.7 1.3 0.0 21.8 0.0 0.0 0.0 0.7 0.0 0.0
Cycle Q Clear(g_c), s 0.4 0.0 9.7 1.3 0.0 21.81 4.7 0.0 0.0 5.4 0.0 0.0
Prop In Lane 1.00
0.08 1.00
0.01 0.32
0.31 0.09 0.52
Lane Grp Cap(c), veh/h 249
0 837 509
0 914 331 0 0 313 0 0
VIC Ratio(X)
0.10 0.00 0.53 0.16 0.00 0.88 0.49 0.00 0.00 0.56 0.00 0.00
Avail Cap(c_a), veh/h 451
0 1247 552
0 1162 603 0 0 606 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 11.2 0.0 11.0 7.8 0.0 12.9 22.7 0.0 0.0 23.0 0.0 0.0
Incr Delay (d2), stveha 0.2k 0.0 _a 0.5 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr0.1 0.01 2.7 0.3 0.01 7.3 1.9 0.0 0.0 2.1 0.0 0.0
Unsig. Movement Delay, slveh
6.7 1.1 0.0 0.0 1.6 0.0 0.0
LnGrp Delay(d),slveh 11.4 0.0 11.6 7.9 0.0 19.6 23.8 0.0 0.0 24.6 0.0 0.0
LnGrp LOS B A B A A BC A A C A A
Approach Vol, veh/h 469
889 163 176
Approach Delay, slveh 11.6
18.5 23.8 24.6
Approach LOS B
B
C
Timer - Assigned Phs 2 3 4 r 6
7 8
Phs Duration (G+Y+Rc), s 15.0 8.7 32.5
15.0 6.6 34.5
Change Period (Y+Rc), s 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
7.0 5.0 7.0
18.0 8.0 35.0
1 t
Flax O Clear Time (g_c+I1), s 6.7 3.3 11.7
7.4 2.4 23.8
Green Ext Time (p c), s 0.6 0.0 2.46 0.0 3.8
Intersection Summary
HCM 6th Ctrl Delay 17.7
■
HCM 6th LOS B
Mid
range (2027) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/10/2021
Intersection
Int Delay, s/veh
1.9
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4 r
4*
4*
Traffic Vol, veh/h
0 438
34 38 695 0 31
0T 51
0 51
Future Vol, veh/l
0 438
34 38 695 0 31
1
0
0
Conflicting Peels, #/hr
0 0 0 0 0'0 0 LlQ ap 0
Sign Control
Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized
- None
- None
- None
- None
Storage Length
- 725
Veh in Median Storage, # - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 94 94
94 94 94 94 94 94 94
94 94 94
Heavy Vehicles, % 2 2
2 2 2 2 2
2 2 2
2
2
Mvmt Flow 0 466
36 40 739 0 33
0 54 1
0
0
Major/Minor
Majorl
i
Ma
or2
Minorl
Minor2
Conflicting Flow All
Stage 1
739 0 0 502
Men
0 0 1285
466
1285 466
466
1330
819
1321 739
819 Slit
Stage 2
819
819
WO
511
502
Critical Hdwy 4.12 - 4.12
7.12
6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
- 6.12
5.52
- 6.12
5.52
Critical Hdwy Stg 2
- -
6.12
5.52
- 6.12
5.52
-p
Follow-up Hdwy
2.210
-
- 2.218
- 3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 867
- 1062
142
165 597
132
157 417
Stage 1
577
562
369
389
Stage 2
369
389
545
542
Platoon blocked, Dia
Mov Cap -1 Maneuver 867
- 1062
135
154 597
114
147 417
Mov Cap -2 Maneuver
L. Stage 1
135
577
154
562
114
369
147
364
Stage 2
345
364
495
542
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0.4
25.7
36.9
HCM LOS
D
E
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h)
A 260 867
- 1062
- 114
HCM Lane Vie Ratio
0.336
- 0.038
- 0.009
HCM Control Delay (s) 125.7 0
HCM Lane LOS
- a- 8.5
0
- 36.9
D A
-
A A
E
HCM 95th %tile Q(veh)
i 1 0 - -
0
Mid
-
range (2027) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
1211012021
te-
k- fi
Movement
EBL
EBT ERR WBL WBT WBR NBL
NBT NBR SBL SBT SBR
Lane Configurations
vi r r vi r r
4
4
Traffic Volume (veh/h)
8 417 37 122 707 0 11
25 79 5 32 2
Future Volume (veh/h)
8 417 37 122 707 0 11
25 79 5 32 2
Initial 0 (Ob), veh
0 0 0 0 0 0 0
0 0 0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00 '1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ve h/h/l n
1693 1752 1811 1811
1752 1693 1737
1737 1737 1737 1737 1737
Adj Flow Rate, veh/h
8 430 38 126 729 0 11
26 81 5 33 2
Peak Hour Factor
0.97 0.97 0.97 0.97 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.91
Percent Heavy Veh, %
14 10 6 6 10 14 11
11 11 11 11 11
Cap, veh/h
330 572 502 423 979 802 1103 a
108 184 10
Arrive On Green
0.33 0.33 0.33 0.09 0.56 0.00 0.12
0.12 0.12 0.12 0.12 0.12
Sat Flow, veh/h
657 1752 1535 1725 1752 1434
' 33-
393 1043 106 1494 T84
Grp Vollume*v), ve hlh
8 430 38 126 729 0 118
0 0 40 0 0
Grp Sat Flows),veh/h/ln
657 1752 1535 1725 1752 1434
1519 0 0 1685 IMMI.F0
C Serve(g s
0A 9.3 0.7 1.8 13.4 0.0 1.0
0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s
3.9 9.3 0.7 1.8 13.4 0.0 3.1
0.0 0.0 0.9 0.0 0.0
Prop In Lane
1.00
1.00 1.00
1.00 0.09
0.69 0.12
0.05
Lane Grp Cap(c), veh/h
330 572 502 423 979 802 280
0 0 303 0 0
V/C Ratio(X)
0.02 0.75 0.08 0.30 0.74 0.00 0.42
0.00 0.00
0.13 0.00 0.00
Avail Cap(c_a), veh/h
873 2019 1769
793 2802 2294 395
0 0 428
0
HCM Platoon Ratio
1.00 1.00
1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 1.00 1.00 1.00 1.00 0.00 1.00
0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh
Incr Delay (d2), slveh
Initial Q Delay(d3),s/veh
%ile BackOfQ(50%),vehlln r
Unsig. Movement Delay, slveh
12.3 12.8 9.9 8.3 7.1 0.0 17.7
0.0 2.0 0.1 1.1
0.0 1.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0 T 2.6
0.2 0.41 1.8 0.0 0.9
0.0 0.0 16.7 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
0.3 0.0
LnGrp Delay(d),slveh
12.3 14.8 9.9 8.7 8.2 0.0 13.7 0.0 0.0 j 16.9
0.0 0.0
LnGrp LOS
B
B A A A A B
A A B A A
Approach Vol, veh/h
476
855
118
40
Approach Delay, slveh
14.4
8.3
18.7
16.9
Approach LOS
B
A
B
Di
Timer - Assigned Phs
2 3 4
6
8
Phs Duration (G+Y+Rc), s
11.7 9.9 20.9
6.5
30.8
Change Period (Y+Re), s
6.5 6.0 7.0
7.0
Max Green Setting (Gmax), s
8.5 13.0 49.0
8.5
68.0
Max 0 Clear Time (g_c+I1), s
5.1 3.8 11.3
2.9
15.4
Green Ext Time (p c), s
0.1 0.2 2.6
0.0
5.0
Intersection Summary
HCM 6th Ctrl Delay
11.3
a
HCM 6th LOS
B
Mid
oft
range (2027) NO Project AM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12/10/2021
te-
k- fi
Movement EBL jEBT ERR WBL WBT WBR
NBL NBT NBR ALSB SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 X636
ttt r viii tat
473 319 856 0 0 0 0 0 168
Future Volume (veh/h) 0
636 473 319 856 0 0 0 0 91 0 168
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/hfl n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h
0 677 0 339 911 0
97 0 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
0.94 0.94 0.94
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, veh/h
0 2458
410 2369 0
724 0
Arrive On Green 0.00 0A8 0.00 0.24 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve h!h
0 677 0 339 911 0
97 0 0
Grp Sat Floes), vehf h/ln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 8.3 0.0 9.8 0.0 0.0
2.4 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 8.3 0.0 9.8 0.0 0.0
2.4 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h 0 2458
410 2369 0
724 0
V/C Ratio(X)
0.00 0.28
0.83 0.38 0.00
0.13 0.00
Avail Cap(c_a), veh/h 0 2458
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.92 0.92 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 16.3 0.0 39.0 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.3 0.0 5.1 0.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlin r 0.0 f 3.1 0.0 3.8 0.1 0.0
Unsig. Movement Delay, slveh
33.8 0.0 0.0
0.4 0.0 0.0
0.0 0.0 0.0
1.0 0.0
LnGrp Delay(d),slveh 1 0.0 16.6 0.0 44.1 0.4 0.0
34.1 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, veh/h
677 A
1250
97 A
Approach Delay, sfveh
16.6
12.3
34.1
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 19.5 57.5
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 11.8 10.3
2.0
4.4
Green Ext Time (p c), s 0.7 4.7
7.1
0.2
Intersection Summary
I
SIM
HCM 6th Ctrl Delay
14.8
■
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Mid
oft
range (2027) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12110/2021
Nit te t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (vehlh) 162 570
0 0 765 186 417 0 401 0 0 0
Future Volume (veh/h) 162 570
0 0 765 186 417 0 401 0 0 0
Initial 0 (Ob), veh 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 a 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 171 600
0 0 805 0 439 0 0
Peak Hour Factor 0.95 0.95
0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 236 2566
0 0 2997
533 0
Arrive On Green 0.14 1.00 0.00 0.00 0.59 0.00 0.15 0.00 0.00
Sat Flow, vehlh 3456 3647 0 0 5274 1585 3456 0 1585
Grp Volume(v), ve hlh 171 600
0 0 805
0 439 0 0
Grp Sat Flows),vehlhlln1728 1777
0 0 1702 1585 1728
0 1585
C Serve(g s
5.0 0.0 0.0 0.0 8.1 0.0 12.9 0.0 0.0
Cycle 0 Clear(g_c), s 5.0 0.0 0.0 0.0 8.1 0.0 12.9 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), vehlh 236 2566
0 7[i 2997
533 0
Vl Ratio(X)
0.72 0.23 0.00 0.00 0.27
Avail Cap(c_a), vehlh 428 2566
0 7L 2997
0.82 0.00
889 0
HCM Platoon Ratio
2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)
0.97 0.97 0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.4 0.0 0.0 0.0 10.6 0.0 43.0 0.0 0.0
Incr Delay (d2), slveha 4.1 0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50 %),vehilr2.1 Till 0.0 0.0 2.8 0.0 5.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay{d},slveh 48.5 0.2 jr 0.0 0.0 10.9 0.0 46.3 0.0 0.0
LnGrp LOS
D A A A B
D A
Approach Vol, vehlh
�1.
805 A
439 A
Approach Delay, slveh
Approach LOS � B
10.9 10.9
46.3
D
■
Timer - Assigned Phs
2 4 5 6
MEM
Phs Duration (G+Y+Rc), s 82.8 22.2 14.2 68.6
■
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 14.9 7.0 10.1
Green Ext Time (p c), s 4.1 1.3W 5.8
Intersection Summary
HCM 6th Ctrl Delay ad 18.6
i
AIM
■
HCM 6th LOS
B
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Mid
range (2027) NO Project PM Peak Hour 12/06/2021
Synchro ro 10 light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/10/2021
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
"r" 'Pi or+
Traffic Volume (veh/h) 195 821 63 79 487 27 61 137 122 10 92 37
Future Volume (veh/h) 195 821 63 79 487 27 61 137 122 10 92 37
Initial Q(Ob),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No No
Ad j Flow fete, veh/h 201 846 65 81 502 28 63 141 126 10 95 38
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h NV 446 831s 64 186 796 44 107 173 140 60 278 105
Arrive On Green 0.08 0.48 0.48 0.05 0.45 0.45 0.22 0.22 0.22 0.22 0.22 0.22
■
Sat Flow, veh/h 1781 1715 132 1781 1755 98 239 788 634 50 1264 475
Grp Volume(v), vehlh 201 0 911 81 0 530 330 0 0 143 0 0
Grp Sat Flow(s),veh/h/In1781 0 1847 1781 0 1853 1661 0 0 1789 0 0
C Serve(g s 4.6 0.0 38.0 1.8 0.0 17.2 9.8 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 4.6 0.0 38.0 1.8 0.0 17.2 15.1 0.0 0.0 5.3 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.05 0.19
0.38 0.07
0.27
Lane Grp Cap(c), veh/h 446 0 895 186 0 840 420 0 0 443 0 0
VlC Ratio(X) 0.45 0.00 1.02 0.44 0.00 0.63 0.79 0.00 0.00 0.32 0.00 0.00
Avail Cap(c_a), veh/h 478 0 895 205 0 840 435 0 0 459 0 0
•
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 11.9 0.0 20.2 18.1 0.0 '16.4 29.6 0.0 0.0 25.9 0.0 0.0
Incr Delay (d2), sivehilla 0.0 34.6 J.i .5 8.9 0.0 0.0 0.4 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50 %),vehiln1.5 0.0 21.1 0.7
6.2 6.5 0.0 0.0 2.1 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 12.6 0.0 54.8 19.7 0.0 17.9 38.5 0.0 0.0 26.3 0.0 0.0
LnGrp LOS
B A F B A BD A A C A A
Approach Vol, veh/h
1112
611 330
143
Approach Delay, slveh
47.2
18.2 38.5
26.3
Approach LOS
B D
Timer - Assigned Phs
3 4
6 7 8
Phs Duration (G+Y+Rc), s 24.3 9.1 45.0
24.3 11.6 42.5
Change Period (Y+Re), s 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
7.0 5.0 7.0
18.0 8.0 35.0
■ t
Max 0 Clear Time (g_c+I1), s 17.1 3.8 40.0
7.3 6.6 19.2
Green Ext Time (p c), s 0.2 0.0 0.0
OA 0.1 2.6
Intersection Summary
HCM 6th Ctrl Delay 36.4
■
HCM 6th LOS D
Mid
range (2027) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/10/2021
Intersection
Int Delay, s/veh 0.1
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
r et+
4*
4
Traffic Vol, veh/h 0 655
2 aalli__P2
2 1 517 0 2
3
1
0
0
Future Vol, vehiti 0 655
Conflicting Peels, 14/hr 0 0 0 0 0 ilrOimmr019r0'0 0agi0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
0
RT Channelized
- None
- None
- None
- None
Storage Length - - 725
Veh in Median Storage, # - 0
0
0
0
t
Grade, % - 0
0
0
0
Peak Hour Factor 88 88
88 88 88 88 88 88 88
88 88 88
Heavy Vehicles, % 2 2
2 2 2 2 2
2 2 2
2 2
Mvmt Flow 0 744
2 1 588 0 2
0 3 1
0 0
Major/Minor
Majorl
Ma
or2 Minor1 Minor2
Conflicting Flow All
588 0 0 746
0 0 1334
1334 744
1337
1336 588
Stage 1
590
590
590
590
Stage 2
747
746
Critical Hdwy
4.12 - 4.12
7.12
6.52 6.22
7.12
6.52 6.22
Critical Hdwy Stg 1
-
8.12
5.52
- 6.12
5.52
Critical Hdwy Stg 2
-
6.12
5.52
- 6.12
5.52
-p
Follow-up Hdwy
2.218 - - 2.218
3.518
4.018 3.318
3.518
4.018 3.318
Pot Cap -1 Maneuver 987
- 862
131
154 415
130
153 509
Stage 1
407
421
494
495
Stage 2
494
495
405
421
Platoon blocked, %
Mov Cap -1 Maneuver 987
- 862
131
154 415
129
153 509
Mov Cap -2 Maneuver
L. Stage 1
131
407
154
421
129
494
153
494
Stage 2
493
494
402
421
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0
21.6
33.2
HCM LOS
C
D
Minor Lane/Major Mvmt
NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h)
X222 987
- aA2
- 129
HCM Lane Vie Ratio
0.026
- 0.001
- 0.009
HCM Control Delay (s)
gr 21.6 0 - a 9.2 0
- 33.2
HCM Lane LOS
C A
-
A A
D
HCM 95th %tile Q(veh)
i 0.1 0 na
0
Mid
-
range (2027) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
1211012021
te-
k- fi
Movement
EBL
EBT ERR WBL WBT WBR
NBL NBT NBR SBL SBT SBR
Lane Configurations
t r t r
4
4
Traffic Volume (veh/h)
3 617 36 66 488 11
19 37 141 1 27 2
Future Volume (veh/h)
3 617 36 66 488 11
19 37 141 1 27 2
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 1 6 0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
'1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ve h/h/l n
1693 1752 1811 1811
1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h
3 636 37 68 503 11
20 38 145 1 28 2
Peak Hour Factor
0.97 0.97 0.97 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.91
Percent Heavy Veh, %
14 10 6 6 10 14
11 11
11
11 11 11
Cap, veh/h
468 752 658 302 1036 848
a 83 61
67 275
Arrive On Green
0.43 0.43 0.43 0.06 0.59
0.59 0.17 0.17 0.17 0.17
0.17 0.17
Sat Flow, veh/h
802 1752 1535 1725 1752
1434 T 80353 1081
14 1585 110
Grp Vollume*v), ve hlh
3 636 37 68 503 11
203 0 0 31 0 0
Grp Sat Flows),veh/h/ln
802 1752 1535 1725 1752
1434 1514 0 0 17091W0
C Serve(g s
0.1 18.7 0.8 1.1 9.5 0.2
2.7 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s
0.3 18.7 0.8 11.1 I 9.5 0.2
7.3 0.0 0.0 0.9 0.0 0.0
Prop In Lane
1.00
1.00 too
1.00
0.10
0.71 0.03
0.06
Lane Grp Cap(c), veh/h
468 752 658 302 1036 848
332 0 0 362 0 0
V/C Ratio(X)
0.01 0.85 0.06 0.23 0.49 0.01
0.61 0.00 0.00
0.09 0.00 0.00
Avail Cap(c_a), veh/h
780 1434 1256
352 1770 1449
554 0 0 612
0
HCM Platoon Ratio
1.00 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 1.00 1.00 1.00 1.00 1.00
1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh
9.5 14.7
9.6 10.9 6.7 4.8
22.6 0.0 0.0 20.0 0.0 0.0
Incr Delay (d2), stveh
0.0 2.7 0.0 OA 0.4 0.0
1.8 0.0 0.0 1 0.1 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0
Initial Q Delay(d3),s/veh
0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r
Unsig. Movement Delay, slvel
0.0 f 5.6
0.2 0.3 1.9 0.0
2.4 0.0
0.3 0.0
LnGrp Delay(d),slveh 1 9.5
17.4 9.6 11.3 7.1 4.8 24.4 0.0 0.0 i 20.1 0.0 0.0
LnGrp LOS
A
B A B A A
A A C A A
Approach Vol, veh/h
676 582 203 1. 311M
Approach Delay, slveh
17.0
7.5
24.4
20.1
Approach LOS
B
A
C
Timer - Assigned Phs
2 3 4
6
8
Phs Duration (G+Y+Rc), s
16.5 9.3 31.6
16.5
40.9
Change Period (Y+Re), s
6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s
18.5 5.0 47.0
18.5
58.0
Max 0 Clear Time (g_c+I1), s
9.3 3.1 20.7
2.9
11.5
Green Ext Time (p c), s
0.7 0.0 3.9
0.1
3.0
Intersection Summary
HCM 6th Ctrl Delay
14.4
■
HCM 6th LOS
B
Mid
oft
range (2027) NO Project PM Peak Hour 12/06/2021
Synchro 10 Light Report
Page 5
LEVEL OF SERVICE
CALCULATIONS
YEAR 2027 CONDITIONS
WITH PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
01/11/2022
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR NOB L SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (veh/h)
0 421 420 758 0 0 0 0 148 0 169
Future Volume (veh/h)
0 472 421 420 758 0 0 0 0 148 0 169
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/hfl n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h 0
530 0 472 852 0
166 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89
0.89 0.89 0.89
Percent Heavy Veh, % 0
2 2 2 2 0
2 0 2
Cap, veh/h
0 2274
534 2369 0
724 0
Arrive On Green 0.00 0A5 0.00 0.31 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve h!h
0 530 0 472 852 0
166 0 0
Grp Sat Floes), vehf h/ln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 6.7 0.0 13.6 0.0 0.0
4.2 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 6.7 0.0 13.6 0.0 0.0
4.2 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h 0 2274
534 2369 0
724 0
VEC Ratio(X)
0.00 0.23
0.88 0.36 0.00
0.23 0.00
Avail Cap(c_a), veh/h 0 2274
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.92 0.92 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 18.0 0.0 35.4 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.2 0.0 11.8 0.4 0.0
Initial Q Delay(d3},s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlin r 0.0 f 2.5 0.0 5.5 0.1 0.0
Unsig. Movement Delay, slveh
34.5 0.0 0.0
0.7 0.0 0.0
0.0 0.0 0.0
1.8 0.0
LnGrp Delay(d),slveh 1 0.0 13.3 0.0 47.2 0.4 0.0
35.2 0.0 0.0
LnGrp LOS A B
D A A
D A
Approach Vol, veh/h
530 A
1324
166 A
Approach Delay, sfveh
18.3
17.1
35.2
Approach LOS
B
B
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 23.2 53.8
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 15.6 8.7
2.0
6.2
Green Ext Time (p c), s
0.6 3.5
6.5
0.4
Intersection Summary
I
HCM 6th Ctrl Delay
13.9
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Mid
oft
range (2027) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
01/11/2022
Nit te t fi
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Movement inEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (vehlh) 158 450
0 0 802 140 357 0 376 0 0 0
Future Volume (veh/h) 158 450
0 0 802 140 357 0 376 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 178 506
0 0 901 0 401 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
Cap, veh/h NV 243 2606
Arrive On Green
0 0 2 2 2 0 2
0 0 3045
0
0.14 1.00 0.00 0.00 0.60 0.00 0.14 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Volume(v), vehlh 178 506
0 0 901 0 401 0 0
Grp Sat Flows),vehlhlln1726 1777
0 0 1702 1585 1728 0 1585
C Serve(g s 5.2 0.0
0.0 0.0 9.1 0.0 11.8 0.0 0.0
Cycle 0 Glear(g_c), s 5.2 0.0
0.0 0.0 9.1 0.0 11.8 0.0 0.0
Prop In Lane 1.00
0.00 0.00 1.00 1.00
1.00
Lane Grp Cap(c), vehlh 243 2606
0 7[i 3045 494 0
VlG Ratio(X) 0.73 0.19
0.00 0.00 0.30 0.81 0.00
Avail Gap(c_a), vehlh 428 2606
0 7L 3045 889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.98 0.98
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.2 0.0
0.0 0.0 10.4 0.0 43.6 0.0 0.0
Incr Delay (d2), slveh_ 4.1
Initial Q Delay(d3),slveh 0.0
0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50 %),vehilr2.2
Till 0.0 0.0 3.1 0.0 5.2 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.3 0.2 0.0 0.0 10.6 0.0 46.9 0.0 0.0
LnGrp LOS D A
A A B D A
Approach Vol, vehlh 684
901 A
401 A
Approach Delay, slveh 12.7
10.6
46.9
Approach LOS B
B
D
Timer - Assigned Phs 2
4 5 6
Phs Duration (G+Y+Rc), s 84.0
21.0 14.4 69.6
Change Period (Y+ire), s
7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0
27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0
13.8 7.2 11.1
Green Ext Time (p c), s
3.4 1.2 0.2 6.6
Intersection Summary
AIM
HCM 6th Ctrl Delay
18.7
HCM 6th LOS
B
Notes
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Mid
range (2027) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
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Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
"r" 'Pi or+
4
Traffic Volume (veh/h) 24 429 34 81 782 12 50 59 50 14 66 88
Future Volume (veh/h) 24 429 34 81 782 12 50 59 50 14 66 88
Initial Q(Ob),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
Adj Flow Rate, veh/h
25 447 35 84 815 12 52 61 52 15 69 92
Peak Hour Factor
0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, %
Cap, veh/h IOW 242 792 62 489 916 A 13 142 108 77 1 79A 105 4127
Arrive On Green
2 2 2 2 2 2 2 2 2 2 2 2
0.03 0.46 0.46 0.06 0.50 0.50 0.14 0.14 0.14 0.14 0.14 0.14
Sat Flow, veh/h
1781 1712 134 1781 1838 27 421 761 544 79 737 893
Grp Vollume*v), ve hlh
25 0 482 84 0 827 165 0 0 176 0 0
Grp Sat Flows),veh/h/In1781 0 1846 1781 0 1865 1727 0 0 1708 0 0
C Serve(g s
0.4 0.0 10.9 1.3 0.0 22.9 0.0 0.0 0.0 0.6 0.0 0.0
Cycle 0 Clear(g_c), s 0.4 0.0 10.9 1.3 0.0 22.9 4.9 0.0 0.0 5.6 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.01 0.32
0.32 0.09
0.52
Lane Grp Cap(c), veh/h 242 0 854 489 0 930 328 0 0 311 0 0
V/C Ratio(X)
0.10 0.00 0.56 0.17 0.00 0.89 0.50 0.00 0.00 0.57 0.00 0.00
Avail Cap(c_a), veh/h 439 0 1223 530 0 1138 590 0 0 594 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 11.5 0.0 11.2 7.9 0.0 13.0 23.3 0.0 0.0 23.5 0.0 0.0
Incr delay (d2), slvehtik 0.2 0.0 0.6 0.2 0.0 7.7 1.2 0.0 0.0 1.6 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%iie BackOfQ(50%),vehilr0.1 0.01 3.1 0.3 0.0 7.9 1.9 0.0 0.0 2.1 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),slveh 11.7 0.0 11.8 8.0 0.0 20.7 24.5 0.0 0.0 25.2 0.0 0.0
LnGrp LOS B A B A A CC A A C A A
Approach Vol, veh/h
507
911
165
176
Approach Delay, slveh
11.8
19.5
24.5
25.2
Approach LOS
B
B
C
C
Timer - Assigned Phs
2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 15.1 8.7 33.5
15.1 6.6 35.6
Change Period (Y+i c), s 7.0 5.0 7.0
7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
18.0 8.0 35.0
Max 0 Clear Time (g_c+I1), s 6.9 3.3 12.9
7.6 2.4 24.9
Green Ext Time (p c), s 0.6 0.0 2.6
0.6 0.0 3.7
Intersection Summary
HCM 6th Ctrl Delay
18.3
HCM 6th LOS
B
Mid
range (2027) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
4: SiteNarra Access/8553 Driveway & Highway 66
01/11/2022
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Movement
EBL EBT ERR VBL VBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r
4 r
Traffic Volume (vehlh) 0 438 106 180 695
0 94 0 201 1 0 0
Future Volume (veh/h) 0 438 106 180 695
0 94 0 201 1 0 0
Initial 0 (Ob), veh 0 0 0 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
Adj Flow Rate, vehlh 0 466 113 191 739
0 100 0 214 1 0 0
Peak Hour Factor
0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 2 2 2 2 2
Cap, veh/h NV 144 603 511 403 10� 0 428
Arrive On Green 0.00 0.32 0.32 0.10 0.54 0.00 0.19 0.00 0.19 0.19 0.00 0.00
2 2 2 2 2 2 2
0 298 307 0
0
Sat Flow, vehlh
720 1870 1585 1781 1870 0 1512 0 1585 367
Grp Vollume*v), ve hlh
0 466 113 191 739
0 100 0 214
1
0
0
Grp Sat Flows),vehlhlln 720
1870 1585 1781 1870
0 1512 0 1585 868 0 0
C Serve(g s
0.0 11.2 2.6 3.2 15.0 0.0 0.0 0.0 6.3 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.0
11.2 2.6 3.2 15.0 0.0 2A 0.0 6.3 2.5 0.0 0.0
Prop In Lane 1.00
1.00 1.00
0.00 1.00
1.00 1.00
0.00
Lane Grp Cap(c), vehlh 144
603 511 403 1014
0 428 0 298 307 0 0
VlC Ratio(X)
0.00 0.77 0.22 0.47 0.73 0.00 0.23 0.00 0.72 0.00 0.00 0.00
Avail Cap(c_a), vehlh 502
1533 1300 510 2057
0 771 0 681 590 0 0
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '1.00 1.00
Upstream Filter(l)
0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0
15.3 12.4 10.4 8.7 0.0 17.5 0.0 19.1 18.5 0.0 0.0
Incr Delay (d2), slveha 0.0 2.1 0.2 0.9 1.0 0.0 0.3 0.0
Initial Q Delay(c13),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr0.0 3i 0.7 0.8 3.2 0.0 0.9 0.0 2.1 0.0 0.0 0.0
01.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 0.0 17.4 12.6 11.2 9.7 0.0 17.7 0.0 22.3 18.5 0.0 0.0
LnGrp LOS A BBB A
A B A CB A A
Approach Vol, vehlh 579
930
314
1
Approach Delay, slveh 16.5
10.0
20.8
18.5
Approach LOS B
B
C
B
Timer - Assigned Phs 2 3 4
6
8
MEM
Phs Duration (G+Y+Rc), s 15.9 11.0 23.1
15.9
34.1
Change Period (Y+i c), s 6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s 21.5 8.0 41.0
21.5
55.0
Max 0 Clear Time (g_c+I1), s 8.3 5.2 13.2
4.5
17.0
Green Ext Time (p c), s 1.1 0.1 2.9
0.0
4.9
Intersection Summary
HCM 6th Ctrl Delay 13.9
HCM 6th LOS B
Mid
range (2027) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
01/11/2022
c t fi
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Movement EBL EBT ERR WUBL WUBT 1BR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 8 467 1L37 I 122 769 0 11 I 25 79 5 32 2
T r
t r 4.
4
Future Volume (veh/h) 8 467 37 122 769 0 11 25 79 5 32 2
Initial 0 (Ob), veh 0 0 x 0 1— 0
00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No No
No
Adj Sat Flow, ve hlhll n 1693 1752 1811 1811
1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 8 481
38 126 793
0 11 26 81 5 33 2
Peak Hour Factor 0.97 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 14 10 6 6 10 14
11 11 11 11
11 11
Cap, veh/h
621 544 408 1011 828
48 126 103 L 10
Arrive On Green
0.35 0.35 0.35 0.09 0.58 0.00 0.12 0.12 0.12 0.12
0.12 0.12
Sat Flow, veh/h
619 1752 1535 1725 1752 1434 82 394 1043 105 1497 84
Grp Volume(v), vehlh 8 481
38 126 793 0 118 0 0 40 0 0
Grp Sat Flows), vehlhlln 619 1752 1535 1725
1752 1434 1519 0 0 1686 0 0
C Serve(g s 0.5 10.9 0.7 1.8
15.6 0.0 1.1 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 6.1 10.9 0.7 1.8
15.6 0.0 3.3 0.0 0.0 0.9 0.0 0.0
Prop In Lane 1.00
1.00 1.00 1.00 0.09
0.69 0.12
0.05
Lane Grp Cap(c), veh/h 302 621 544 408 1011 828 272 0 0 294 0 0
VIC Ratio(X) 0.03 0.77 0.07 0.31 0.78 0.00 0.43 0.00 0.00 0.14 0.00 0.00
Avail Cap(c_a), veh/h 761
1919 1682 757 2663 2181 375 0 0 407 0 0
H C M Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 13.5
Incr Delay (d2), slveha 0.0 2.1e 0.1 0.41111-1 A 0.0 1.1 0.0 0.0 0.2 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50 %),vehilr0.0 3T 0.2 0.4 2.2 0.0 1.0 0.0 0.0 0.3 0.0 0.0
12.8 9.5 8.5 7.3 0.0 18.7 0.0 0.0 17.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 13.5 14.9 9.6 8.9 8.7 0.0 19.8 0.0 0.0 17.9 0.0 0.0
LnGrp LOS B B A
A A A
B A A B A A
Approach Vol, veh/h 527
919
118
40
r
Approach Delay, slveh 14.5
8.7
19.8
17.9
Approach LOS B
A
B
B
Timer - Assigned Phs 2 3
4 6
8
Phs Duration (G+Y+Rc), s 11.9 10.0 22.9
11.9
32.8
Change Period (Y+ire), s 6.5 6.0 7.0
Max Green Setting (Gmax), s 8.5 13.0 49.0
6.5
8.5
7.0
68.0
.i
Max 0 Clear Time (g_c+I1), s 5.3 3.8 12.9
2.9
17.6
Green Ext Time (p c), s 0.1 0.2 2.9
0.0
5.7
Intersection Summary
HCM 6th Ctrl Delay 11.7
HCM 6th LOS B
Mid
oft
range (2027) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synehro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
01/11/2022
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR NOB L SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (veh/h)
0 X636 473 372 859 0 0 0 0 94 0 168
Future Volume (veh/h)
0 638 473 372 859 0 0 0 0 94 0 168
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve h/hfl n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, veh/h
0 679 0 396 914 0
100 0 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
0.94 0.94 0.94
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, veh/h
0 2377
465 2369 0
724 0
Arrive On Green
0.00 0.47 0.00 0.27 1.00 0.00
0.21 0.00 0.00
Sat Flow, veh/h =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume(v), ve h!h
0 679 0 396 914 0
100 0 0
Grp Sat Floes), vehf h/ln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 8.6 0.0 11.E 0.0 0.0
2.5 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 8.6 0.0 11.E 0.0 0.0
2.5 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h 0 2377
465 2369 0
724 0
VEC Ratio(X)
0.00 0.29
0.85 0.39 0.00
0.14 0.00
Avail Cap(c_a), veh/h 0 2377
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.92 0.92 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 17.3 0.0 37.4 0.0 0.0
Incr Delay (d2), sivehe 0.07r 0.3 0.0 7.8 0.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlin r 0.0 f 3.2 0.0 4.5 0.1 0.0
Unsig. Movement Delay, slveh
33.8 0.0 0.0
0.4 0.0 0.0
0.0 0.0 0.0
1.1 0.0
LnGrp Delay(d),slveh 1 0.0 17.6 0.0 45.2 0.4 0.0
34.2 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, veh/h
679 A
1310
100 A
Approach Delay, sfveh
17.6
14.0
34.2
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 21.1 55.9
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 13.4 10.6
2.0
4.5
Green Ext Time (p c), s 0.7 4.7
7.2
0.2
Intersection Summary
ain
HCM 6th Ctrl Delay
I
16.1
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Mid
oft
range (2027) Build PM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt (signal at site)
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
01111/2022
Nit 1- t fi
d
Movement inEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt
Traffic Volume (vehlh) 162 573
0 0 789 189 417 0 455 0 0 0
Future Volume (veh/h) 162 573
Initial Q (Ob), veh 0 0 0 0 0 0 0' 0 0
0 0 789 189 417 0 455 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 171 603
0 0 831 0 439 0 0
Peak Hour Factor 0.95 0.95
0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 236 2566
0 0 2997
533 0
Arrive On Green
0.14 1.00 0.00 0.00 0.59 0.00 0.15 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), ve hlh 171 603
0 0 831 0 439 0 0
Grp Sat Flows), vehlhlln 1726 1777
0 0 1702 1585 1728 0 1585
C Serve(g s 5.0 0.0
0.0 0.0 8.4 0.0 12.9 0.0 0.0
Cycle 0 Clear(g_c), s 5.0 0.0
0.0 0.0 8.4 0.0 12.9 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00 1.00
Lane Grp Cap(c), vehlh 236 2566
0 7[i 2997
533 0
VlC Ratio(X) 0.72 0.24
Avail Cap(c_a), vehlh 428 2566
0.00 0.00 0.28
0 7L 2997
0.82 0.00
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.97 0.97
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 44.4 0.0
0.0 0.0 10.7 0.0 43.0 0.0 0.0
Incr Delay (d2), slveha 4.1 0.2 0.0 0.0 0.2 0.0 3.3 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50°l%),vehilr2.1 Till 0.0 0.0 2.9 0.0 5.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.5 0.2 10.0 0.0 10.9 0.0 46.3 0.0 0.0
LnGrp LOS
D A A A B D A
Approach Vol, vehlh 774 831 A
439 A
Approach Delay, slveh 10.9 10.9
46.3
Approach LOS
B B
D
Timer - Assigned Phs
2 4 5 6
Phs Duration (G+Y+Rc), s 82.8 22.2 14.2 68.6
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0
14.9 7.0 10.4
Green Ext Time (p c); s 4.2 1.3
6.0
Intersection Summary
HCM 6th Ctrl Delay
18.51. Ma_
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Mid
range (2027) Build PM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt (signal at site)
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
"r" 'Pi or+
4
Traffic Volume (veh/h) 195 842 63 80 514 27 61 137 122 10 92 37
Future Volume (veh/h) 195 842 63 80 514 27 61 137 122 10 92 37
Initial Q(CM), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
Adj Flow Rate, veh/h 201 868
65 82 530 28 63 141 126 10 95 38
Peak Hour Factor
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %
Cap, veh/h NV 457 908 1 68 198 896A 47 100 161 131 54 259 it 97
Arrive On Green
2 2 2 2 2 2 2 2 2 2 2 2
Sat Flow, veh/h
0.07 0.53 0.53 0.05 0.51 0.51 0.21 0.21 0.21 0.21 0.21 0.21
1781 1719 129 1781 1761 93 24T'85 637 51 1258 474
Grp Vollume(v), ve h!h 201
0 933 82 0 558 330 0 0 143 0 0
Grp Sat Flow(s),veh/h/In1781
0 1847 1781 0 1854 1670 0 0 1782 0 0
0 Serve(g_s), s
4.7 0.0 42.2 1.9 0.0 18.5 11.0 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 14.7 I 0.0 42.2 1.9 0.0 18.5 17.1 0.0 0.0 6.1 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.05 0.19
0.38 0.07
0.27
Lane Grp Cap(c), veh/h 457
0 975 198 0 943 392 0 0 410 0 0
VEC Ratio(X)
0.44 0.00 0.96 0.41 0.00 0.59 0.84 0.00 0.00 0.35 0.00 0.00
Avail Cap(c_a), veh/h 457
0 1013 212 0 995 392 0 0 410 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 11.4 0.0 19.7 19.6 0.0 15.1 34.2 0.0 0.0 30.0 0.0 0.0
Incr Delay (d2), slveha 0.7A_ 0.0 18.4 1.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.9 15.1 0.0 0.0 0.5 0.0 0.0
%ile BackOfQ(50%),veh/lnl.5 0.0 19.1 0.8 0.0 6.6 8.1 0.0 0.0 2.5 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 12.0 0.0 38.1 21.0 0.0 16.0 49.3 0.0 0.0 30.5 0.0 0.0
LnGrp LOS B A DC A BD A A C A A
Approach Vol, vehfh 1134
640
330
143
Approach Delay, sfveh 33.4
16.6
49.3
30.5
Approach LOS C
B
D
C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 25.0 9.3 53.2
25.0 11.0 51.6
Change Period (Y+Rc), s 7.0 5.0 7.0
7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 48.0
18.0 6.0 47.0
Max 0 Clear Time (g_c+I1), s 19.1 3.9 44.2
8.1 6.7 20.5
Green Ext Time (p c), s 0.0 0.0 2.1
OA 0.0 3.2
Intersection Summary
HCM 6th Ctrl Delay 30.8
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
Mid
range (2027) Build PM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt (signal at site)
Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
4: SiteNarra Access/8553 Driveway & Highway 66
01/11/2022
c t fi
d
Movement
EBL EBT ERR VBL VBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r
r 44
Traffic Volume (veh/h) 0 655 65 151 517
0 64 0 135 1 0 0
Future Volume (veh/h) 0 655
65 151 517 0 64 0 135 1 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
Adj Flow Rate, veh/h
0 744
74 172 588 0 73 0 153 1 0 0
Peak Hour Factor
0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, %
Cap, veh/h le 119 871 738 333 1202
Arrive On Green
2 2 2 2 2
2 2 2 2 2 2 2
0 324 0 214 239 0
0
0.00 0.47 0.47 0.08 0.64 0.00 0.13 0.00 0.13 0.13 0.00 0.00
Sat Flow, veh/h 828 1870 1585 1781 1870 0 1519 0 1585 896
Grp Volume(v), vehth 0 744
74 172 588 0 73 0 153
1
0
0
Grp Sat Flow(s),veh/h/In 828 1870 1585 1781 1870
0 1519 0 1585 896 0 0
C Serve(g s 0.0 21.4 1.6 2.7 9.9 0.0 0.0 0.0 5.6 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.0 21.4 1.6
2.7 9.9 0.0 2.2 0.0 5.6 2.3 0.0 0.0
Prop In Lane 1.00
Lane Grp Cap(c), veh/h 119 871L 738
1.00 1.00
0.00 1.00
1.00 1.00
0.00
333 1202 0 324 0 214 239 0 0
V/C Ratio(X) 0.00 0.85 0.10
0.52 0.49 0.00 0.23 0.00 0.72 0.00 0.00 0.00
Avail Cap(c_a), veh/h 375 1449 1228
400 1850 0 518 0 431 409 0 0
H C M Platoon Ratio 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 1.00
1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 14.4 9.1
12.1 5.6 0.0 23.7 0.0 25.1 24.7 0.0 0.0
Incr Delay (d2), stveh_ 0.0 2.7a 0.1
Initial Q Delay(d3),sfveh 0.0 0.0 0.0
%ile BackOfQ(50%),veh/lr0.0 a.4
Unsig. Movement Delay, slveh
1.2 0.3 0.0 0.3 0.0 44 0.0 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.7 1.8 0.0 0.9 0.0 2.0 0.0 0.0 0.0
LnGrp Delay(d),slveh 0.0 17.1 9.1
13.3 6.0 0.0 24.0 0.0 29.6 24.7 0.0 0.0
LnGrp LOS A B
A B A A C A CC A A
Approach Vol, vehfh 818
760
226
1
Approach Delay, sfveh 16.4
7.6
27.8
24.7
Approach LOS B
A
C
C
Timer - Assigned Phs 2 3 4
6
8
Phs Duration (G+Y+Rc), s 14.7 10.7 35.2
14.7
46.0
Change Period (Y+Rc), s 6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s 16.5 7.0 47.0
16.5
60.0
Max 0 Clear Time (g_c+I1), s 7.6 4.7 23.4
4.3
11.9
Green Ext Time (p c), s 0.6 0.1 4.8
0.0
3.6
Intersection Summary
HCM 6th Ctrl Delay
14.1
HCM 6th LOS
B
Mid
range (2027) Build PM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt (signal at site)
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
01/11/2022
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
T r
t r �.
4
Traffic Volume (veh/h) 3 669 36
66 538 11 19 37 14, 1, 27 2
Future Volume (veh/h) 3 669 36
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 010 0 0
66 538 11 19 37 141 1 27 2
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No No
No
Adj Sat Flow, veh/h/In 1693 1752 1811
1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 3 690 37
68 555 11 20 38 145 1 28 2
Peak Hour Factor 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 14 10 6
Cap, veh/h �45 799 1700 286 1068 874= 78 60 185 63 271 it 19
Arrive On Green
6 10 14 11 11 11 11 11 11
0.46 0.46 0.46 0.06 0.61 0.61 0.17 0.17 0.17 0.17 0.17 0.17
Sat Flow, veh/h
= 765 1752 1535 1725 1752 1434 80 352 1081 14 1585 110
Grp Volume(v), vehlh 3 690
37 68 555 11 203 0 0 31 0 0
Grp Sat Flows), vehlhlln 765
1752 1535 1725 1752 1434 1514 0 0 1710 0 0
C Serve(g s
0.1 21.7 0.8 1.1 11.1 0.2 3.1 0.0
0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s
1.8 217 0.8 1.1 11.1 0.2 7.8 0.0
0.0 0.9 0.0 0.0
Prop In Lane 1.00
1.00 1.00
1.00 0.10
0.71 0.03
0.06
Lane Grp Cap(c), veh/h 445
799 700 286 1068 874 323 0 0 352 0 0
VlC Ratio(X)
0.01 0.86 0.05 0.24 0.52 0.01 0.63 0.00
0.00 0.09 0.00 0.00
Avail Cap(c_a), veh/h 681
1340 1174 330 1654 1354 517 0 0 572 0 0
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00
Upstream Filter(I)
1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 10.1
15.0 9.3 11.7 6.9 4.7 24.4 0.0 0.0 21.5 0.0 0.0
Incr Delay (d2), slveh_ 0.0 3.2 0.0 0.4 0.4 0.0 2.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr0.0 6i 0.2 0.3 2.3 0.0 2.7 0.0 0.0 0.3 0.0 0.0
0.0 0.1 0.0 0.0
0.0 0.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 10.1 18.2 9.3 12.1 7.2 4.7 26.4 0.0 0.0 21.6 0.0 0.0
LnGrp LOS B B A
B A A C A A C A A
Approach Vol, veh/h 730
634
203
31
Approach Delay, slveh 17.8
7.7
26.4
21.6
Approach LOS B
A
C
C
Timer - Assigned Phs 2 3 4
6
8
Phs Duration (G+Y+Rc), s 17.0 9.4 35.0
17.0
44.4
Change Period (Y+i c), s 6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s 18.5 5.0 47.0
18.5
58.0
Max 0 Clear Time (g_c+I1), s 9.8 3.1 23.7
2.9
13.1
Green Ext Time (p c), s 0.6 0.0 4.3
0.1
3.4
Intersection Summary
HCM 6th Ctrl Delay 15.0
HCM 6th LOS B
Mid
range (2027) Build PM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt (signal at site)
Synchro 10 Light Report
Page 5
LEVEL OF SERVICE
CALCULATIONS
YEAR 2041 CONDITIONS
WITHOUT PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12/09/2021
te-
k- fi lir 4
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR SBR
Lane Configurations tit+ r tat
Traffic Volume (vehlh)
0 X617 556 483 997 0 0 0 0 187 0 223
Future Volume (veh/h)
0 617 556 483 997 0 0 0 0 187 0 223
Initial 0 (Ob), veh
0 0 0 0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00
1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach No
No No
Adj Sat Flow, ve hlhll n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 693 0 543 1120 0
210 0 0
Peak Hour Factor
0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, vehlh
0 2185 4 595 2369 0
724 0
Arrive On Green
0.00 0.43 0.00 0.34 1.00 0.00 0.21 0.00 0.00
Sat Flow,vshm =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve hlh
0 693 0 543 1120 0
210 0 0
Grp Sat Floes),vehlhlln
1702 1585 1728 1777 0 1728 I 0 1585
C Serve(g s
0.0 9.4 0.0 15.8 0.0 0.0 5.4 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 9.4 0.0 15.8 0.0 0.0 5.4 0.0 0.0
Prop In Lane
0.00 1.00 1.00 0.00
1.00 1.00
Lane Grp Cap(c), vehlh 0 2185
595 2369 0
724 0
VlC Ratio(X)
0.00 0.32 0.91 0.47 0.00
0.29 0.00
Avail Cap(c_a), vehlh 0 2185
625 2369 0 724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.82 0.82 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 19.9 0.0 33.7 0.0 0.0
Incr Delay (d2), sivehe aum 0.4, 0.0 14.9 0.6 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r 0.0 f 3.6 0.0 6.3 0.2 0.0
Unsig. Movement Delay, slveh
34.9 0.0 0.0
1.01 0.0 0.0
0.0 0.0 0.0
2.3 0.0
LnGrp Delay(d),slveh 1 0.0 20.3
0.0 48.6 0.6 0.0
35.9 0.0 0.0
LnGrp LOS
A C D A
D A
Approach Vol, vehlh
693 A 1663
210 A
Approach Delay, slveh 20.3
16.3 35.9
Approach LOS
C B
Timer - Assigned Phs
1 2
6 8
Phs Duration (G+Y+Rc), s 25.1 51.9
77.0 28.0
Change Period (Y+Rc), s 7.0 7.0
7.0 6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0 22.0
Max 0 Clear Time (g_c+I1), s 17.8 11.4
2.0 7.4
Green Ext Time (p c), s 0.3 4.8
9.7 0.6
Intersection Summary
HCM 6th Ctrl Delay
I
48.9
a
HCM 6th LOS B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Long-range (2041) NO Project AM Peak Hour 12/09/2021 ynchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12/09/2021
Nit 1- t fi
d
Movement inEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (vehlh) 208 580
0 0 1031 181 471 0 419 0 0 0
Future Volume (veh/h) 208 580
0 0 1031 181 471 0 419 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 234 652
0 0 1156 0 529 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 299 2472
0 0 2770
624 0
Arrive On Green
0.17 1.00 0.00 0.00 0.54 0.00 0.18 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 234 652
0 0 1158 0 529 0 0
Grp Sat Flows),vehlhlln1726 1777
0 0 1702 1585 1728 0 1585
C Serve(g s 6.8 0.0
0.0 0.0 14.1 0.0 15.6 0.0 0.0
Cycle 0 Glear(g_c), s 6.8 0.0
0.0 0.0 14.1 0.0 15.6 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), vehlh 299 2472
0 -Eir 2770
624 0
VlG Ratio(X) 0.78 0.26
Avail Gap(c_a), vehlh 428 2472
0.00 0.00 0.42
0 7L 2770
0.85 0.00
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.96 0.96
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 42.5 0.0
0.0 0.0 14.2 0.0 41.6 0.0 0.0
Incr Delay (d2), slveh_ 5.7 0.3
Initial Q Delay(c13),s/veh 0.0 0.0
0.0 0.0 0.5 0.0 5A 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.8 0.1
0.0 0.0 5.0 0.0 7.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.2 0.3 0.0 0.0 14.7 0.0 47.0 0.0 0.0
LnGrp LOS D A
A A B
D A
Approach Vol, vehlh 886
1158 A
529 A
Approach Delay, slveh 12.9
14.7
47.0
Approach LOS B
B
D
Timer - Assigned Phs 2
4 5 6
MEM
Phs Duration (G+Y+Rc), s 80.0
25.0 16.1 64.0
Change Period (Y+ire), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0
27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0
17.6 8.8 16.1
Green Ext Time (p c), s 4.6 1.4 0.3 8.7
Intersection Summary
HCM 6th Ctrl Delay
I
20.7
■
■
HCM 6th LOS
O
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Long-range (2041) NO Project AM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/09/2021
t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
"r" 'Pi or+
4
Traffic Volume (vehlh) 31 519 45 107 1005
16 65 77 64 18 88 116
Future Volume (veh/h) 31 519 45 107 1005
16 65 77 64 18
88 116
Initial 0 (Ob), veh 0 0 0 0
0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
Adj Flow Rate, vehlh 32 541
47 111 1047
17 68 80 67 19 92 121
Peak Hour Factor
0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 2
Cap, veh/h NV 166 824 72 425 949 I 15 136 117 82 71 127 X153
Arrive On Green
2 2 2
2 2 2 2 2 2
2 2
0.03 0.49 0.49 0.06 0.52 0.52 0.17 0.17 0.17 0.17 0.17 0.17
Sat Flow, vehlh
1781 1696 147 1781
1835 30 389 691 489
78 756 909
Grp Vollume*v), ve hlh
32 0 588 111
0 1064 215 0 0 232
0 0
Grp Sat Flows),vehlhlln 1781
0 1844 1781
0 1865 1569 0 0 1743
0 0
C Serve(g s
0.6 0.0 16.3 2.0
0.0 35.0 0.3 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.6
0.0 16.3 2.0
0.0 35.0 8.8 0.0 0.0 8.5 0.0 0.0
Prop In Lane 1.00
0.08 1.00
0.02 0.32
0.31 0.08
0.52
Lane Grp Cap(c), vehlh 166
0 896 425
0 965 335 0 0 351
0 0
VlC Ratio(X) 0.19
Avail Cap(c_a), vehlh 317
0.00 0.66 0.26
0 1035 441
0.00 1.10 0.64 0.00 0.00 0.66 0.00 0.00
0 965 481 0 0 512
0 0
•
HCM Platoon Ratio 1.00
1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00
0.00 1.00 1.00
0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), slveh 15.9
0.0 13.1 9.5
0.0 16.3 26.9 0.0 0.0 27.0 0.0 0.0
Incr Delay (d2), siveha 0.6 0.0 _a 1.2 0.3
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr0.2 0rli 5.2 0.6
Unsig. Movement Delay, slveh
0.0 61.4 2.1 0.0 0.0 2.1 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0 26.6 3.2 0.0 0.0 3.4 0.0 0.0
LnGrp Delay(d),slveh 16.5 0.0 14.4 9.9
0.0 77.8 29.0 0.0 0.0 29.1 0.0 0.0
LnGrp LOS B A
B A
A F C A A C
A A
Approach Vol, vehlh 620
1175
215
232
Approach Delay, slveh 14.5
71.3
29.0
29.1
Approach LOS B
E
C
C
Timer - Assigned Phs 2
3 4
6 7 8
Phs Duration (G+Y+Rc), s 18.4 9.4 39.9
18.4 7.3 42.0
Change Period (Y+Re), s 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
7.0 5.0 7.0
18.0 8.0 35.0
■ t
Max 0 Clear Time (g_c+I1), s 10.8 4.0 18.3
10.5 2.6 37.0
Green Ext Time (p c), s 0.6 0.0 3.2
0.7 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay
47.2
■
HCM 6th LOS
D
Long-range (2041) NO Project AM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/09/2021
Intersection
Int Delay, slveh 3.1
Movemerilla EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r
4
4
Traffic Vol, veh/h
578 34 38 917 0 31
0T 51
0 51
Future Vol, veh/l
Conflicting Pods, #/hr a 0
0 578 34
38 917 0 31
1
0
0
0 0 lir 011.411MBir 0LiQ ap
0
Sign Control
Free
Free Free Free Free Free Stop Stop Stop
Stop Stop
Stop
RT Channelized - - None
a
- None - - None
- None
Storage Length
- 725
Veh in Median Storage, tt - 0
0
0
0
Grade, % - 0
0
0
0
Peak Hour Factor 94
94 94 94 94 94 94 94 94
94 94 94
Heavy Vehicles, % 2
2 2 2 2 2 2
2 2 2
2
2
Mvmt Flow 0 615
36 40 976 0 33
0 54 1
0
0
Major/Minor
Tajo r1
Ma
or2
Minorl
Minor2
Conflicting Flow All
0 0 651
0 0 1671
1671 615 1716 1707 976
Stage 1
- 615
615
- 1056
1056
11
Stage 2
- 1050
1056
- 660
651
Critical Hdwy
- 7.12
6.52
6.22 7.12
6.52
6.22
Critical Hdwy Stg 1
- 8.12
5.52
- 6.12
5.52
Critical Hdwy Stg 2
- 6.12
5.52
- 6.12
5.52
-p
Follow-up Hdwy
- 2.218
- 3.518
4.018
3.318 3.518
4.018
3.318
Pot Cap -1 Maneuver 0
- 935
76 96 491
71
91 305
Stage 1 0
- 479
482
- 272
302
Stage 2 0
- 272
302
- 452
465
Platoon blocked, Dia
Mov Cap -1 Maneuver
- 935
87 491
59
83
305
Mov Cap -2 Maneuver
L. Stage 1
71
87
- 479 482
- 59
- 272
83
274
Stage 2
- 247 274
- 402
465
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0.4
56.5
67.1
HCM LOS
F
F
Minor Lane/Major Mvmt
NBLn1 EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h)
A 152
- 935
- 59
HCM Lane Vie Ratio 0.574
- 0.043
- 0.018
HCM Control Delay (s) 156.5
HCM Lane LOS
F
A
A - F
HCM 95th %tile Q(veh)
3
0.1
Long-range (2041) NO Project AM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
12/09/2021
te-
k- fi lir 4
Movement
EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBR
Lane Configurations
vi r r vi r r
4
4
Traffic Volume (vehlh)
10 I 550 49 160 933 0 15 33 104 6 42 3
Future Volume (veh/h)
10 550 49 160 933 0 15 33 104 6 42 3
Initial 0 (Ob), veh
0' 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00 '1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ve hlhll n
1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, vehlh
10 567 51 165 962 0 15 34 107 6 43 3
Peak Hour Factor
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %
14 10 6 6 10 14 11 11 11 11 11 11
Cap, vehlh
219 773 } 677 403 1100 94� 80 54 140 82 204
Arrive On Green
0.44 0.44 0.44 0.08 0.63 0.00 0.13 0.13 0.13 0.13 0.13 0.13
Sat Flow, vehlh
528 1752 1535 1725 1752 1434
397 1042 84 1513
Grp Vo ume(v), ve hlh
10 567 51 165 962 0 156
0 0 52 0 0
Grp Sat Flows),vehlhlln
528 1752 1535 1725 1752 1434 1519 0 0 1696 -Maw0
C Serve(g s
0.9 15.2 1.1 2.7 25.8 0.0 2.2 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s
16.1 15.2 1.1 2.7 25.8 0.0 5.6 0.0 0.0 1.5 0.0 0.0
Prop In Lane
1.00
1.00 1.00
1.00 0.10
0.69 0.12
0.06
Lane Grp Cap(c), vehlh
219 773 677 403 1100 901 274 0 0 299 0 0
VlC Ratio(X)
0.05 0.73 0.08 0.41 0.87 0.00 0.57 0.00 0.00 0.17 0.00 0.00
Avail Cap(c_a), vehlh
441 1508 1321 656 2093 1714 296 0 0 323
0
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh
Incr Delay (d2), slveh
Initial Q Delay(d3),slveh
19.7 13.1 9.2 9.5 8.7 0.0 23.7 0.0 0.0 22.0 0.0 0.0
0.1 11A1 0.0 EMlir4. 0.0 2.2 0.0 0.0 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 0.0
%ile BackOfQ(50%),vehlln r
Unsig. Movement Delay, slveh
0.1 T 4.3
0.3 0.6 4.7 0.0 1.9 0.0
0.6 0.0
LnGrp Delay(d),slveh
19.8 14.5 9.2 10.1 11.1 0.0 25.9 0.0 0.0 i 22.2 0.0 0.0
LnGrp LOS
B B A B B A C A A C A A
Approach Vol, vehlh
628
1127
156
52
Approach Delay, slveh
14.2
10.9
25.9
22.2
Approach LOS
B
B
C
C
Timer - Assigned Phs
2 3 4
6
8
Phs Duration (G+Y+Rc), s
14.2 10.6 32.1
14.2
42.8
Change Period (Y+Re), s
6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s
8.5 13.0 49.0
8.5
68.0
Max 0 Clear Time (g_c+I1), s
7.6 4.7 18.1
3.5
27.8
Green Ext Time (p c), s
0.1 0.2 3.6
0.1
8.0
Intersection Summary
Ski
r
HCM 6th Ctrl Delay
13.5
■
HCM 6th LOS
B
Long-range (2041) NO Project AM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
12/09/2021
k- t fi ir
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR �S
SBR
Lane Configurations
ttt r viii tat
Traffic Volume (vehlh)
0 X840 624 421 AM_ 0
0 0 0 120 0 221
Future Volume (veh/h)
Initial 0 (Ob), veh
0 840 624 421 1129 0
o r�
0
0 0 0 120 0 221
0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve hlhll n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 894 0 448 1201 0
128 0 0
Peak Hour Factor
0.94 0.94 0.94 0.94 0.94 0.94
0.94 0.94 0.94
Percent Heavy Veh, %
0 2
2 2 2 0
2 0 2
Cap, vehlh
0 2306
513 2369 0
724 0
Arrive On Green
0.00 0.45 0.00 0.30 1.00 0.00
0.21 0.00 0.00
Sat Flow,vshm =0 5274 1585 3456 3647 0
3456 0 1585
Grp Volume(v), ve hlh
0 894 0 448 1201 0
128 0 0
Grp Sat Floes),vehlhlln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 12.2 0.0 12.9 0.0 0.0
3.2 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 12.2 0.0 12.9 0.0 0.0
3.2 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), vehlh
0 2306
513 2369 0
724 0
VlC Ratio(X)
0.00 0.39
0.87 0.51 0.00
0.18 0.00
Avail Cap(c_a), vehlh
0 2306
625 2369 0
724
HCM Platoon Ratio
1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l)
0.00 1.00 0.00 0.83 0.83 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 19.1 0.0 36.0 0.0 0.0
Incr Delay (d2), sivehe 0n 0.5 0.0 9.6 0.6 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r 0.0 f 4.6 0.0 5.1 0.2 0.0
Unsig. Movement Delay, slveh
34.1 0.0 0.0
0.5 0.0 0.0
0.0 0.0 0.0
1.4 0.0
LnGrp Delay(d),slveh 1 0.0 19.6 0.0 45.6 0.6 0.0
34.6 0.0 0.0
LnGrp LOS
A B
D A A
C A
Approach Vol, vehlh
894 A
1649
128 A
Approach Delay, slveh
19.6
12.9
34.6
Approach LOS
B
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 22.6 54.4
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 14.9 14.2
2.0
5.2
Green Ext Time (p c), s
0.7 6.4
10.9
0.3
Intersection Summary
HCM 6th Ctrl Delay
I
16.2
■
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Long-range (2041) NO Project PM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
12/09/2021
Nit te t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (vehlh) 214 752 0 0 1009 245 550 0 529 0 0 0
Future Volume (veh/h) 214 752 0 0 1009 245 550 0 529 0 0 0
Initial Q (Ob), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870 0 7l 1870 1870 1870 0 1870
No
No
Adj Flow Rate, vehlh 225 792 0 0 1062 0 579 0 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 0 0 2 2 2 0 2
Cap, veh/h 290 2421 0 0 2710
673 0
Arrive On Green 0.17 1.00 0.00 0.00 0.53 0.00 0.19 0.00 0.00
Sat Flow, vehlh 3456 3647 0 0 5274 1585 3456 0 1535
Grp Vollume*v), vehlh 225 792 0 0 1062 0 579 0 0
Grp Sat Flows),vehlhlln 1726 1777 0 0 1702 1585 1728 0 1585
C Serve(g_s), s 6.5 0.0 0.0 0.0 12.9 0.0 17.0 0.0 0.0
Cycle 0 Glear(g_c), s 6.5 0.0 0.0 0.0 12.9 0.0 17.0 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 290 2421 0 7[i 2710
673 0
VlG Ratio(X) 0.78 0.33 0.00 0.00 0.39
0.86 0.00
Avail Cap(c_a), vehlh 428 2421 0 2710
889 0
HCM Platoon Ratio 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.93 0.93 0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 42.7 0.0 0.0 0.0 14.6 0.0 40.9 0.0 0.0
Incr Delay (d2), slveha 4.9 0.3 0.0 0.0 0.4 0.0 6.7 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.7 Till 0.0 0.0 4.6 0.0 7.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 47.6 0.3 0.0 0.0 15.0 0.0 47.6 0.0 0.0
LnGrp LOS D A A A B
D A
Approach Vol, vehlh 1017
1062 A
579 A
Approach Delay, slveh 10.8
15.0
47.6
Approach LOS B
B
D
Timer - Assigned Phs 2
4 5 6
MEM
Phs Duration (G+Y+Rc), s 78.5
26.5 15.8 62.7
Change Period (Y+ire), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0
27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 19.0 8.5 14.9
Green Ext Time (p c); s 5.9 1.4 0.3 7.9
Intersection Summary
HCM 6th Ctrl Delay
20.5
■
HCM 6th LOS
O
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Long-range (2041) NO Project PM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/09/2021
t fi
d
Movement
EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
"r" 'Pi or+
4
Traffic Volume (vehlh) 257 1083 83 104 642 36 80 181 160 13 122 49
Future Volume (veh/h) 257 1083 83 104 642 36 80 181 160 13 122 49
Initial 0 (Ob), veh 0 0 0
0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
Adj Flow Rate, vehlh 265 1116
86 107 662 37 82 187 165 13 126 51
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 2 2
Cap, veh/h IOW 338 819 1 63 192 762 43 112 176 144 60 282 108
Arrive On Green 0.10 0.48 0.48 0.06 0.43 0.43 0.23 0.23 0.23 0.23 0.23 0.23
2 2 2 2 2 2 2 2 2
Sat Flow, vehlh 1781 1714 132 1781 1755 98 258 779 637 52 1244 476
Grp Vollume*v), vehlh 265 0 1202 107
0 699 434 0 0 190 0 0
Grp Sat Floes),vehlhlln1731 0 1847 1781 0 1853 1674 0 0 1773 0 0
C Serve(g s 6.4 0.0 38.0
2.6 0.0 27.3 10.7 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 6.4 0.0 38.0
2.6 0.0 27.3 18.0 0.0 0.0 7.3 0.0 0.0
Prop In Lane
1.00 0.07 1.00
0.05 0.19
0.38 0.07
0.27
Lane Grp Cap(c), vehlh 338 0 882 192 0 804 433 0 0 450 0 0
VlC Ratio() 0.78 0.00 1.36
0.56 0.00 0.87 1.00 0.00 0.00 0.42 0.00 0.00
Avail Cap(c_a), vehlh 338 0 882 203 0 815 433 0 0 450 0 0
•
H C M Platoon Ratio 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 0.00 1.00
1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 16.6 0.0 20.8
18.5 0.0 20.4 31.7 0.0 0.0 26.6 0.0 0.0
Incr Delay (d2), slveh 11.5 0.0 170.4
3.0 0.0 9.9 44.0 0.0 0.0 0.6 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%Ile BackOfQ(50 %),vehilr3.0 0.0 54.5
1.0 0.0 11.7 13.2 0.0 0.0 3.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 28.1 0.0 191.2
21.5 0.0 30.3 75.6 0.0 0.0 27.3 0.0 0.0
LnGrp LOS C A F
C A C F A A C A A
Approach Vol, vehlh 1 467
806
434
190
Approach Delay, slveh 161.7
29.1
75.6
27.3
Approach LOS F
C
E
C
Timer - Assigned Phs 2 3 4
6 7 8
Phs Duration (G+Y+Rc), s 25.0 9.5 45.0
25.0 13.0 41.5
Change Period (Y+Re), s 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 38.0
7.0 5.0 7.0
18.0 8.0 35.0
■ t
Max 0 Clear Time (g_c+I1), s 20.0 4.6 40.0
9.3 8.4 29.3
Green Ext Time (p c), s 0.0 0.0 0.0
0.6 0.0 2.0
Intersection Summary
HCM 6th Ctrl Delay 103.1
■
HCM 6th LOS F
Long-range (2041) NO Project PM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 3
HCM 6th TWSC
4: Varra Access/8553 Driveway & Highway 66
12/09/2021
Intersection
Int Delay, slveh 0.2
Moveme�a EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4
4
4
Traffic Vol, veh/h 0 865 2
2 = 0k
Future Vol, vehiti 0 865
Conflicting Peels, 14/hr 0 0 0 0 0 ilrOimmr019r0'0 0 agi0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
2 1 682
0 2
0
3
1
0
0
RT Channelized - - None
- None
- None
- None
Storage Length
- 725
Veh in Median Storage, # - 0
0
0
0
t
Grade, % - 0
0
0
0
Peak Hour Factor 88 88
88 88 88 88 88 88 88
88 88 88
Heavy Vehicles, % 2 2
2 2 2 2 2
2 2 2 2 2
Mvmt Flow 0 983
2 1 775 0 2
0
3 1
0 0
Major/Minor
Majorl
Ma
or2
a
Minorl
Minor2
Conflicting Flow All
775
0 0 985
0 0 1760
1760 983 1763
1762 775
Stage 1
- 983 983
- 777
777
Stage 2
- 777 777
- 986
985
Critical Hdwy
- 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1
- - - - 6.12
5.52
- 6.12
5.52
Critical Hdwy Stg 2
- -
- 6.12
5.52
- 6.12
5.52
ip
Follow-up Hdwy 2.218
i
- 2.218
- 3.518
4.018
3.318 3.518
4.018 3.318
Pot Cap -1 Maneuver 841
-
- 701
- 66
84 302
66
84 398
Stage 1
- 299
327
- 390
407
Stage 2
- 390
407
- 298
326
Platoon blocked, Dia
Mov Cap -1 Maneuver 841
- 701
- 66
84 302
65
84 398
Mov Cap -2 Maneuver
L. Stage 1
66 84
- 299
327
- 65
- 390
84
406
Stage 2
- 389
406
- 295
326
Approach EB
WB
NB
SB
HCM Control Delay, s 0
0
35.4
61.4
HCM LOS
E
F
Minor Lane/Major Mvmt NBLn1
EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
24 841
- 701
65
HCM Lane Vie Ratio 0.046
- 0.002
- 0.017
HCM Control Delay (s) gr 35.4
HCM Lane LOS
0 7mM-10.1 0
- 61.4
E A
B A
F
HCM 95th %tile Q(veh)
I 0.1 0
0
- 0.1
Long-range (2041) NO Project PM Peak Hour 12/09/2021
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
12/09/2021
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Movement EBL EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
t r t r 4) 4)
Traffic Volume (vehlh)
4 814 48 88 643 15 25 49 186 1 36 3
Future Volume (veh/h)
4 814 48 88 643 15 25 49 186 1 36 3
Initial 0 (Ob), veh
0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)
1.00 1.00 1.00
1.00 '1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No No
No No
Adj Sat Flow, ve hlhll n 1693 1752 1811 1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, vehlh
4 839 49 91 663 15 26 51 192 1 37 3
Peak Hour Factor
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %
14 10 6 6
10 14 11 11 11 11 11 11
Cap, vehlh
373 I 897 786 216 _ 1116 914 64 7a 46 316
Arrive On Green 0.51 0.51 0.51 0.05 0.64 0.64 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, vehlh
689 1752 1535 1725 1752 1434 84 348 1079 8 1579 125
Grp Vollume*v), ve hlh
Grp Sat Flow(s),veh/hlln 689 1752 1535 1725 1752 1434 1512 0 0 1712 IMMI.F0
4 839 49 91 663 15 269 0 0 41 0 0
C Serve(g s 0.3 37.3 1.3 1.9 18.4 0.3 7.4 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 8.3 37.3 1.3 1.9 18.4 0.3 14.3 0.0 0.0 1.6 0.0 0.0
Prop In Lane 1.00
1.00 1.00 1.00 0.10
0.71 0.02 0.07
Lane Grp Cap(c), vehlh 373 897 786 216 1116 914 350 0 0 387 0 0
VlC Ratio(X)
0.01 0.94 0.06 0.42 0.59 0.02 0.77 0.00 0.00 0.11 0.00 0.00
Avail Cap(c_a), vehlh 411 991 868 229 1223 1002 384 0 0 425 0 0
H C M Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 14.2 19.0 10.2 18.2 8.8 5.5 32.2 0.0 0.0 27.2 0.0 0.0
Incr delay (d2), slvehe 0.0 14.7 0.0 1.3 0.7 0.0 8.3 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0 0.0 0.0
%ile BackOfQ(50 %),vehlln r 0.0 '15.3 0.4 0.8 4.9 0.1 5.7 0.0
Unsig. Movement Delay, slveh
LnGrp Delay{d},slveh 14.3 33.6 10.2 19.5 9.5 5.5 40.6 0.0 0.0 i 27.3 0.0 0.0
0.6 0.0
LnGrp LOS
B G B B A A D A A C A A
Approach Vol, vehlh
892 769
269 4
Approach Delay, slveh
32.3 10.6
40.6 27.3
Approach LOS
C B
D C
Timer - Assigned Phs
2 3 4 6 8
Phs Duration (G+Y+Rc), s 23.1 10.4 49.5
23.1 59.9
Change Period (Y+Re), s 6.5 6.0 7.0 6.5 7.0
Max Green Setting (Gmax), s 18.5 5.0 47.0 18.5 58.0
Max 0 Clear Time (g_c+I1), s 16.3 3.9 39.3 3.6 20.4
Green Ext Time (p c), s 0.3 0.0 3.3
0.1 4.3
Intersection Summary
HCM 6th Ctrl Delay 24.8
■
HCM 6th LOS C
Long-range (2041) NO Project PM Peak Hour 12/09/2021 Synchro 10 light Report
Page 5
HCM 6th Signalized Intersection Summary
3: WCR 13 & Highway 66
12/09/2021
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Movement EBL
EBT ERR WBL WBT WBR
NBL
NBT NBR
SBL SET SBR
Lane Configurations 'I ft,
44)
4
4
Traffic Volume (vehlh)
31 519 45 107 1005
16
65
77 64
18 88 116
Future Volume (veh/h)
31 519 45 107 1005
16
65
77 64
18 88 116
Initial 0 (Ob), veh 0
0 0 0 0 0
0 0 1 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00
'1.00
1.00
1.00
1.00
Parking Bus, Adj 1.00
1.00 1.00 1.00 1.00 1.00
1.00
1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ve hlhll n
1870 1870 1870 1870 1870 1870
1870
1870 1870
1870 1870 1870
Adj Flow Rate, vehlh
32 541 47 111 1047
17
68
80 67
19 92 121
Peak Hour Factor 0.96
0.96 0.96 0.96 0.96 0.96
0.96
0.96 0.96
0.96 0.96 0.96
Percent Heavy Veh, % 2
2 2 2 2 2
2 2 2
2 2 2
Cap, vehlh 297 1231
107a 486 1482 24
a 166
131 92
a_ 90 '132 158
Arrive On Green
0.04 0.37 0.37 0.08 0.41 0.41
0.18
0.18 0.18
0.18 0.18 0.18
Sat Flow, vehlh 1781 3309
287 1781 3579 58
741 522
76 746 896
Grp VoIlume*v), vehlh 32
290 298 111 520 544
215
0 0
232 0 0
Grp Sat Flows),vehlhlln
1781 1777 1819 1781 1777 1860
1676 0 0 1718 IMMI.F0
C Serve(g s 0.6
Cycle 0 Glear(g_c), s 0.6 ' 6.2 ' 6.3
6.2 6.3 1.9 12.3 12.3
0.0
0.0 0.0
0.5 0.0 0.0
1.9 12.3 12.3
5.9
0.0 0.0
6.4 0.0 0.0
Prop In Lane 1.00
0.16 1.00
0.03
0.32
0.31
0.08
0.52
Lane Grp Cap(c), vehlh 297
661 677 486 736 770
389
0 0
379 0 0
VlG Ratio(X) 0.11
0.44 0.44 0.23 0.71 0.71
0.55
0.00 0.00
0.61 0.00 0.00
Avail Gap(c_a), vehlh 408 1608 1646
628 1713 1793
537
0 0
543
0
HCM Platoon Ratio 1.00 1.00
1.00 1.00 1.00 1.00
1.00
1.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 1.00
1.00 1.00 1.00 1.00 1.00
1.00
0.00 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 10.2
Incr Delay (d2), sivehe 0.2
Initial Q Delay(d3),slveh 0.0
12.0 12.0 8.6 12.3 12.3
0.5 0.5
0.0 0.0
1.3 1.2
0.0 0.0 0.0
19.7
0.0 0.0
19.9 0.0 0.0
1.2 0.0 0.0 1 1.6 0.0 0.0
0.0
0.0 0.0
0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r 0.2
Unsig. Movement Delay, slveh
1.8
3.4 3.5
2.1
0.0
2.3 0.0
LnGrp Delay(d),slveh
10.3 12.4 12.4 8.9 13.6 13.5 20.9 0.0 0.0 i 21.5 0.0 0.0
LnGrp LOS B
B B A B B
G
A A
G A A
Approach Vol, vehlh
620
1175
215
-r 232
Approach Delay, slveh
12.3
13.1
20.9
21.5
Approach LOS
B
B
O
O
Timer - Assigned Phs
2 3 4
6 7 8
Phs Duration (G+Y+Rc), s
16.0 9.0 25.9
16.0
6.8 28.1
Change Period (Y+ire), s
7.0 5.0 7.0
7.0
5.0 7.0
Max Green Setting (Gmax), s
14.0 8.0 46.0
14.0
5.0 49.0
Max 0 Clear Time (g_c+I1), s
7.9 3.9 8.3
8.4
2.6 14.3
Green Ext Time (p c), s
-min 0.1 3.2
0.5
0.0 6.7
Intersection Summary
HUM 6th Ctrl Delay
14.5
HCM 6th LOS
B
Long-range (2041) NO Project AM Peak Hour 12/09/2021
Highway 66 widened at WCR 13
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
12/09/2021
te-
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Movement EBL
EBT ERR WBL WBT WBR
NBL NBT NBR SBL SBT SBR
Lane Configurations 'I ft,
44)
4
4
Traffic Volume (vehlh) 257 1083
83 104 642 36 80 181 160 13 122 49
Future Volume (veh/h) 257 1083
Initial 0 (Ob), veh
83 104 642 36 80 181 160 13 122 49
0 0 0 0 0 0 0 0 0 0 0
0
Ped-Bike Adj(A_pbT) 1.00
too
1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00
1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
No
No
No
No
Adj Sat Flow, ve hlhll n
1870 1870 1870 1870 1870 1870 1870
1870 1870 1870 1870 1870
Adj Flow Rate, vehlh 265 1116
86 107 662 37 82 187 165 13 126 51
Peak Hour Factor 0.97
0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2
2 2
2 2 2 2 2
2 2 2 2
Cap, vehlh 412 1359
1051,249 1323
74 126 224 180 64 359
Arrive On Green
0.08 0.41 0.41 0.06 0.39
0.39 0.29 0.29 0.29 0.29 0.29 0.29
Sat Flow, vehlh
1781 3343
Y 257
1781 3422
191 244 779 628 49 1250 477
Grp VoIlume*v), vehlh 265
Grp Sat Flows),vehlhlln
593 609
1781 1777
107 344 355 434 0
1824 1781 1777 1836 1651
0 190 0 0
0 0 1776 IMMI.Fo
C Serve(g s
6.0 22.8 22.6
2.7 11.3 11.3 12.9 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 6.0
22.8 22.8
2.7 11.3 11.3 19.4 0.0 0.0 6.5 0.0 0.0
Prop In Lane 1.00
0.14
1.00
0.10 0.19
0.38 0.07
0.27
Lane Grp Cap(c), vehlh 412
722 7411
249 687 710 530 0
0 560 0 0
VlC Ratio(X) 0.64
0.82 0.82
0.43 0.50 0.50 0.82 0.00 0.00 0.34 0.00 0.00
Avail Cap(c_a), vehlh 412
950 975
284 950 982 571 0 0 604
0
HCM Platoon Ratio
1.00 1.00
1.00
1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00
1.00 1.00
1.00 11.00
1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh
Incr Delay (d2), slvehe 3.4 1 4.4
Initial Q Delay(c13),s/veh 0.0
%ile BackOfQ(50°l%),vehlln r 2.7 f 8.6
Unsig. Movement Delay, slveh
15.8 20.3
20.3 16.4 17.9 17.9 26.2 0.0
4.4 1.2 0.6 1 0.5 8.6 0.0
0.0 0.0
0.0 21.8 0.0 0.0
0.0 1 OA 0.0 0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
8.8 1.0 4.0 4.1 8.1 0.0
2.5 0.0
LnGrp Delay(d),slveh 19.2 24.7
24.7 17.6 18.4 18.4 34.8 0.0 0.0 i 22.1
0.0 0.0
LnGrp LOS B
C C
B
B B C A
A C A A
Approach Vol, vehlh
1467
806
434
190
Approach Delay, slveh
23.7
18.3
34.8
22.1
Approach LOS
C
B
C
C
Timer - Assigned Phs
2 3
4
6 7 8
Phs Duration (G+Y+Rc), s
29.0 9.5
38.2 29.0 11.0 36.6
Change Period (Y+ire), s
7.0 5.0
7.0 7.0 5.0 7.0
Max Green Setting (Gmax), s
24.0 6.0
41.0 24.0 6.0 41.0
Max 0 Clear Time (g_c+I1), s
21.4 4.7
24.8 8.5 8.0 13.3
Green Ext Time (p c), s
0.7 0.0
6.3 0.8 0.0 3.8
Intersection Summary
HCM 6th Ctrl Delay
23.8
HCM 6th LOS
C
Long-range (2041) NO Project PM Peak Hour 12/09/2021
Highway 66 widened at MICR 13
Synchro 10 Light Report
Page 1
LEVEL OF SERVICE
CALCULATIONS
YEAR 2041 CONDITIONS
WITH PROJECT
THIS PAGE LEFT BLANK INTENTIONALLY
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
01/11)2022
te-
k- fi
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR NOB L SBT SBR
Lane Configurations
ttt r viii tat
Traffic Volume (vehlh)
0 X622 556
537 999 0 0 0 0 193 0 223
Future Volume (veh/h)
0 622 556
537 999 0 0 0 0 193 0 223
Initial 0 (Ob), veh
0 0 0
0 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
too
1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00
1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve hlhll n
0 1870 1870
1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 699 0 603 1122
0
217 0 0
Peak Hour Factor
0.89 0.89 0.89
0.89 0.89 0.89
0.89 0.89 0.89
Percent Heavy Veh, %
0 2 2
2 2 0
2 0 2
Cap, vehlh
0 2140
1
625 2369 0
724 0
Arrive On Green
0.00 0.42 0.00
0.36 1.00 0.00
0.21 0.00 0.00
Sat Flow, vehlh
=0 5274 1585
3456 3647 0
3456 0 1585
Grp Vollume*v), ve hlh
0 699 0 603 1122 0
217 0 0
Grp Sat Flows),vehlhlln
1702 1585 1728 1777 0
1728 I 0 1585
C Serve(g s
0.0 9.7 0.0
18.0 0.0 0.0
5.6 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 9.7 0.0
18.0 0.0 0.0
5.6 0.0 0.0
Prop In Lane
0.00
1.00
1.00
0.00
1.00
1.00
Lane Grp Cap(c), vehlh
0 2140
625 2369 0
724 0
VlC Ratio(X)
0.00 0.33
0.96 0.47 0.00
0.30 0.00
Avail Cap(c_a), vehlh
0 2140
625 2369 0
724
HCM Platoon Ratio
1.00 1.00 1.00
2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l)
0.00 1.00 0.00
0.82 0.82 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh
Incr Delay (d2), slveh 0.4-1 0.0 24.1 0.6 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0
%ile BackOfQ(50 %),vehlln r 0.0 1 3.7
Unsig. Movement Delay, slveh
0.0 20.5 0.0 33.2 0.0 0.0
0.0 0.0 0.0
35.0 0.0 0.0
1.1 0.0 0.0
0.0 0.0 0.0
0.0 7.6 0.2 0.0
2.4 0.0
LnGrp Delay(d),slveh
1 0.0 20.9 0.0
57.3 0.6 0.0
36.1 0.0 0.0
LnGrp LOS
A C
E A A
A
Approach Vol, vehlh
699 A
1725
217 I A
Approach Delay, slveh
20.9
20.4
36.1
Approach LOS
C
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 26.0 51.0
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+11), s 20.0 11.7
2.0
7.6
Green Ext Time (p c), s 0.0 4.8
9.8
0.6
Intersection Summary
HCM 6th Ctrl Delay
21.8
HCM 6th LOS
C
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Long-range (2041) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
01111/2022
Nit te t fi
d
Movement nEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
Traffic Volume (vehlh) 208 591 1 0
ttt r
0 1051 184 471 0 477 0 0 0
Future Volume (veh/h) 208 591
0 0 1051 184 471 0 477 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 7l 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 234 664
0 0 1161 0 529 0 0
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 299 2472
0 0 2770
624 0
Arrive On Green
0.17 1.00 0.00 0.00 0.54 0.00 0.18 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vo ume(v), vehlh 234 664
0 0 1161 0 529 0 0
Grp Sat Flows),vehlhlln1726 1777
0 0 1702 1585 1728 0 1585
C Serve(g_s), s 6.8 0.0
0.0 0.0 14.5 0.0 15.6 0.0 0.0
Cycle 0 Glear(g_c), s 6.8 0.0
0.0 0.0 14.5 0.0 15.6 0.0 0.0
Prop In Lane 1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), vehlh 299 2472
0 -Eir 2770
624 0
VlG Ratio(X) 0.78 0.27
Avail Gap(c_a), vehlh 428 2472
0.00 0.00 0.43
0 7L 2770
0.85 0.00
889 0
HCM Platoon Ratio 2.00 2.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.96 0.96
0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 42.5 0.0
0.0 0.0 14.3 0.0 41.6 0.0 0.0
Incr Delay (d2), slveh_ 5.7 0.3 0.0 0.0 0.5 0.0 5.4 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlh .8 Till 0.0 0.0 5.1 0.0 7.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 48.2 0.3 0.0 0.0 14.8 0.0 47.0 0.0 0.0
LnGrp LOS D A A A B
D A
Approach Vol, vehlh 898
1181 A
529 A
Approach Delay, slveh 12.8
14.8
47.0
Approach LOS B
B
D
Timer - Assigned Phs 2
4 5 6
Phs Duration (G+Y+Rc), s 80.0 25.0 16.1 64.0
Change Period (Y+Rc), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 17.6 8.8 16.5
Green Ext Time (p c), s 4.7 1.4 0.3 8.9
Intersection Summary
J
HUM 6th Ctrl Delay
I
20.6
HCM 6th LOS O
Notes
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Long-range (2041) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
d
Movement
EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
"r" 'Pi or+
Traffic Volume (veh/h) 31 555 45 107 1026 16 65 77 66 18 88 116
Future Volume (veh/h) 31 555 45 107 1026 16 65 77 66 18 88 116
Initial Q(CM), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No No
No No
Adj Flow Rate, veh/h
32 578 47 111 1069
17 68 80 69 19 92 121
Peak Hour Factor
0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 2
Cap, veh/h NV 166 828 67 399 948 I 15 135 116 85
Arrive On Green
2 2 2 2 2 2 2 2 2 2 2
71 128 it154
0.03 0.49 0.49 0.06 0.52 0.52 0.17 0.17 0.17 0.17 0.17 0.17
Sat Flow, veh/h
1781 170-71139 1781 1836 29 386 686 500
78 756 909
Grp Volume(v), ve h!h
32 0 625 111
0 1086 217
0 0 232 0 0
Grp Sat Flow(s),veh/h/In1781
0 1845 1781
0 1865 1572
0 0 1743 0 0
0 Serve(g_s), s
0.6 0.0 17.9 2.0 0.0 35.0 0.4 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.6 0.0 17.9 2.0 0.0 35.0 8.9 0.0 0.0 8.5 0.0 0.0
Prop In Lane 1.00
0.08 1.00
0.02 0.31
0.32 0.08
0.52
Lane Grp Cap(c), veh/h 166
0 896 399
0 964 336
0 0 353 0 0
VEC Ratio(X)
0.19 0.00 0.70 0.28 0.00 1.13 0.65 0.00 0.00 0.66 0.00 0.00
Avail Cap(c_a), veh/h 317
0 1035 415
0 964 481
0 0 511 0 0
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 '1.00 1.00
Upstream Filter(l)
1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 16.0 0.0 13.6 10.0 0.0 16.4 26.9 0.0 0.0 27.0 0.0 0.0
Incr Delay (d2), slvehit 0.6A_ 0.0 _a 1.7 0.4 0.0 70.6 2.1 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/Ir0.2 0.01 5.8 0.6 0.0 29.0 3.2 0.0 0.0 3.4 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 16.5
0.0 15.3 10.4 0.0 87.0 29.0 0.0 0.0 29.1 0.0 0.0
LnGrp LOS B A
B B A F C A A C A A
Approach Vol, veh/h 657
1197 217 232
Approach Delay, sfveh 15.4
79.9 29.0 29.1
Approach LOS B
E
C C
Timer - Assigned Phs 2
3 4 6 7 8
Phs Duration (G+Y+Rc), s
18.5 9.4 39.9 18.5 7.3 42.0
Change Period (Y+ire), s
7.0 5.0 7.0 7.0 5.0 7.0
Max Green Setting (Gmax), s
18.0 5.0 38.0 18.0 8.0 35.0
Max 0 Clear Time (g_c+I1), s
10.9 4.0 19.9 10.5 2.6 37.0
Green Ext Time (p c), s
0.6 0.0 3.4 0.7 0.0 0.0
Intersection Summary
HUM 6th Ctrl Delay 51.6
HCM 6th LOS D
Long-range (2041) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
4: SiteNarra Access/8553 Driveway & Highway 66
01/11/2022
t fi
d
Movement EBL EBT ERR VBL VBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r
4 r
Traffic Volume (vehlh) 0 578 106 180 917 0 94 0 201 1 0 0
Future Volume (veh/h) 0 578 106 180 917 0 94 0 201 1 0 0
Initial Q (Ob), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No No
Adj Flow fete, vehlh 0 615 113 191 976 0 100 0 214 1 0 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 2 2
Cap, veh/h NV 120 764 648 363 1116
Arrive On Green 0.00 0.41 0.41 0.09 0.60 0.00 0.18 0.00 0.18 0.18 0.00 0.00
2 2 2 2 2 2 2 2 2 2
0 283 271 0
0
Sat Flow, vehlh 576 1870 1585 1781 1870 0 1519 0 1585 848
Grp Vollume*v), vehlh 0 615 113 191 976 0 100 0 214
1
0
0
Grp Sat Floes),vehlhlln 576 1870 1585 1781 1870 0 1519 0 1585 848 0 0
C Serve(g s 0.0 17.4 2.7 3.4 26.4 0.0 0.0 0.0 7.7 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 0.0
174 2.7 I 3.4
26.4 0.0 2.9 0.0 7.7 3.0 0.0 0.0
Prop In Lane 1.00
1.00 1.00
0.00 1.00
1.00 1.00 0.00
Lane Grp Cap(c), vehlh 120
764 648 363 1116
0 391 0 283 271 0 0
VlC Ratio(X)
0.00 0.80 0.17 0.53 0.87 0.00 0.26 0.00 0.76 0.00 0.00 0.00
Avail Cap(c_a), vehlh 278
1278 1083 444 1714
0 646 0 568 481 0 0
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)
0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0
15.6 11.3 11.7 10.2 0.0 21.5 0.0 23.4 22.7 0.0 0.0
Incr Delay (d2), slveha 0.0 2.0 0.1 1.2 3.4 0.0 0.3 0.0 4.1 0.0 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr0.0 5.81 0.7 0.9 6.7 0.0 1.2 0.0 2.7 0.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 0.0 17.7 11.4 12.9 13.7 0.0 21.8 0.0 27.5 22.7 0.0 0.0
LnGrp LOS A B B BB A C A CC A A
Approach Vol, vehlh 728
1167
314 1
Approach Delay, slveh 16.7
13.5
25.7 22.7
Approach LOS B
B
C C
Timer - Assigned Phs 2 3 4
6 8
MEM
Phs Duration (G+Y+Rc), s 17.2 11.3 31.5
17.2
42.8
Change Period (Y+ire), s 6.5 6.0 7.0
Max Green Setting (Gmax), s 21.5 8.0 41.0
6.5
21.5
7.0
55.0
a t
Max 0 Clear Time (g_c+I1), s 9.7 5.4 19.4
5.0
28.4
Green Ext Time (p c), s 1.0 0.1 3.8
0.0
7.4
Intersection Summary
HCM 6th Ctrl Delay 16.3
HCM 6th LOS B
Long-range (2041) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 4
HCM 6th Signalized Intersection Summary
5: WCR 19 & Highway 66
01/11/2022
t fi
d
Movement
EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 10 600 49 160 995 0 15 I 33 104
� T r
t r �.
4
6 42 3
Future Volume (veh/h) 10 600 49 160
995 0 15 33 104
6 42 3
Initial 0 (Ob), veh 0 0 0
0 0 0�0 1 0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00 1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach No
No No
No
Adj Sat Flow, veh/h/In 1693 1752 1811 1811
1752 1693 1737 1737 1737
1737 1737 1737
Adj Flow fete, veh/h 10 619 51 165
1026 0 15 34 107 6 43 3
Peak Hour Factor 0.97 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy V, % 14 10 6
6 10 14 11 11 11
11
11 11
Cap, veh/h 199 854 1748 396 1150 942= 73 52 136
Arrive On Green
13
0.49 0.49 0.49 0.07 0.66 0.00 0.13 0.13 0.13 0.13 0.13 0.13
Sat Flow, veh/h
= 497 1752 1535 1725 1752 1434 801 398 1042
83 1517 98
Grp Vellume(v), veh/h 10 619
51 165 1026 0 156 0 0 52 0 0
Grp Sat Flow(s),veh/h/In 497 1752 1535 1725 1752 1434 1520 0 0 1698 0 0
C Serve(g s
1.1 17.8 1.1 2.7 30.8 0.0 2.6 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 21.2 17.8 1.1 I 2.7 30.8 0.0 6.3 0.0 0.0 1.7 0.0 0.0
Prop In Lane 1.00
1.00 1.00
1.00 0.10 0.69 0.12
0.06
Lane Grp Cap(c), veh/h 199 854 748 396
1150 942 261 0 0 285 0 0
V/C Ratio(X) 0.05 0.72 0.07 0.42
0.89 0.00 0.60 0.00 0.00
0.18 0.00 0.00
Avail Cap(c_a), veh/h 340 1353 1185 621
1878 1537 266 0 0 291 0 0
H C M Platoon Ratio 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00
1.00 '1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00
1.00 0.00 1.00 0.00 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 22.3 12.9 8.6 9.8
9.0 0.0 26.7 0.0 0.0
24.7 0.0 0.0
Incr Delay (d2), slveh 0.1 41.2 0.0 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0
3.5 0.0 3.6 0.0 0.0
0.3 0.0 0.0
0.0 0.0 0.0 0.0 0.0
0.0 0.0 0.0
%ile BackOfQ(50 %),vehilr0.1 5. 0.3 0.6
6.2 0.0 2.3 0.0 0.0
0.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 22.4 14.1
8.7 10.5 12.5 0.0 30.2 0.0 0.0 25.0 0.0 0.0
LnGrp LOS C B A
B B A C A A
C A A
Approach Vol, veh/h 680
1191 156
52
Approach Delay, slveh 13.8
12.2 30.2
25.0
Approach LOS B
B � C
C
Timer - Assigned Phs 2
3 4
6 8
Phs Duration (G+Y+Rc), s 14.8 10.7 37.9
14.8 48.7
Change Period (Y+ire), s 6.5 6.0 7.0
6.5 7.0
Max Green Setting (Gmax), s 8.5 13.0 49.0
8.5 68.0
Max 0 Clear Time (g_c+I1), s 8.3 4.7 23.2
3.7 32.8
Green Ext Time (p c), s 0.0 0.2 4.0
0.0 8.8
Intersection Summary
HCM 6th Ctrl Delay 14.4
HCM 6th LOS B
Long-range (2041) Build AM Peak Hour 12/06/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
1: 1-25 SB Ramps & Highway 66
01/11/2022
te-
k- fi 41
Movement
EBL jEBT ERR WBL WBT WBR NBL NBT NBR egn SBR
Lane Configurations
Traffic Volume (vehlh) 0 X842
ttt r
624 474
0 0 0 0 123 0 221
Future Volume (veh/h)
Initial 0 (Ob), veh
0 842 624 474 1132 0 0 0 0 123 0 221
o
0 0
0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00
1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00
Work Zone On Approach
No
No
No
Adj Sat Flow, ve hlhll n
0 1870 1870 1870 1870 0
1870 0 1870
Adj Flow Rate, vehlh
0 896 0 504 1204 0
131 0 0
Peak Hour Factor
0.94 0.94 0.94 0.94 0.94 0.94
0.94 0.94 0.94
Percent Heavy Veh, %
0 2 2 2 2 0
2 0 2
Cap, vehlh
0 2233
562 2369 0
724 0
Arrive On Green
0.00 0.44 0.00 0.33 1.00 0.00
0.21 0.00 0.00
Sat Flow,vshm =0 5274 1585 3456 3647 0
3456 0 1585
Grp Vollume*v), ve hlh
0 896 0 504 1204 0
131 0 0
Grp Sat Floes),vehlhlln
1702 1585 1728 1777 0
1728 0 1585
C Serve(g s
0.0 12.6 0.0 14.6 0.0 0.0
3.3 0.0 0.0
Cycle 0 Clear(g_c), s
0.0 12.6 0.0 14.6 0.0 0.0
3.3 0.0 0.0
Prop In Lane
0.00
1.00 1.00
0.00
1.00
1.00
Lane Grp Cap(c), vehlh 0 2233
562 2369 0
724 0
VlC Ratio(X)
0.00 0.40 0.90 0.51 0.00
0.18 0.00
Avail Cap(c_a), vehlh 0 2233
625 2369 0
724
H C M Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00
1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 0.00 0.82 0.82 0.00
1.00 0.00 0.00
Uniform Delay (d), s/veh 0.0 20.2 0.0 34.6 0.0 0.0
Incr Delay (d2), sivehe 0n 0.5 0.0 12.5 0.6 0.0
Initial Q Delay(c13),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehlln r 0.0 f 4.8 0.0 5.8 0.2 0.0
Unsig. Movement Delay, slveh
34.1 0.0 0.0
0.5 0.0 0.0
0.0 0.0 0.0
1.4 0.0
LnGrp Delay(d),slveh 1 0.0 20.7 0.0 47.1 0.6 0.0
34.6 0.0 0.0
LnGrp LOS
A C
D A A
C A
Approach Vol, vehlh
896 A
1708
1311." A
Approach Delay, slveh
20.7
14.3
34.6
Approach LOS
C
B
C
Timer - Assigned Phs
1 2
6
8
Phs Duration (G+Y+Rc), s 24.1 52.9
77.0
28.0
Change Period (Y+Rc), s 7.0 7.0
7.0
6.0
Max Green Setting (Gmax), s 19.0 44.0
70.0
22.0
Max 0 Clear Time (g_c+I1), s 16.6 14.6
2.0
5.3
Green Ext Time (p c), s 0.5 6.4
11.0
0.3
Intersection Summary
HCM 6th Ctrl Delay
I
17.4
HCM 6th LOS
B
Notes
Unsignalized Delay for [EBR, SBR] is excluded from calculations of the approach delay and intersection delay.
Long-range (2041) Build PM Peak Hour 12/09/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 1
HCM 6th Signalized Intersection Summary
2: 1-25 NB Ramps & Highway 66
01111/2022
Nit te t fi
d
Movement inEBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations In tat
ttt r
Traffic Volume (vehlh) 214 755
0 0 1033 248 550 0 583 0 0 0
Future Volume (veh/h) 214 755
0 0 1033 248 550 0 583 0 0 0
Initial 0 (Ob), veh 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No
No
Adj Sat Flow, vehlhlln 1870 1870
0 a 1870 1870 1870 0 1870
Adj Flow Rate, vehlh 225 795
0 0 1087 0 579 0 0
Peak Hour Factor 0.95 0.95
0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2
0 0 2 2 2 0 2
Cap, veh/h 290 2421
0 0 2710
673 0
Arrive On Green
0.17 1.00 0.00 0.00 0.53 0.00 0.19 0.00 0.00
Sat Flow, vehlh 3456 3647
0 0 5274 1585 3456 0 1585
Grp Vollume*v), vehlh 225 795
0 0 1087 0 579 0 0
Grp Sat Flows), vehlhlln 1728 1777
0 0 1702 1585 1728 0 1585
C Serve(g s 6.5 0.0
0.0 0.0 13.3 0.0 17.0 0.0 0.0
Cycle 0 Glear(g_c), s 6.5 0.0
0.0 0.0 13.3 0.0 17.0 0.0 0.0
Prop In Lane
1.00
0.00 0.00
1.00 1.00
1.00
Lane Grp Cap(c), veh/h 290 2421 0 7[i 2710
673 0
VlG Ratio(X)
0.78 0.33 0.00 0.00 0.40
Avail Cap(c a), vehlh 428 2421
0 7L 2710
0.86 0.00
889 0
HCM Platoon Ratio
2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
0.93 0.93 0.00 0.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 42.7 0.0 0.0 0.0 14.7 0.0 40.9 0.0 0.0
Incr Delay (d2), slveha 4.9 0.3 0.0 0.0 0.4 0.0 6.7 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.7 Till 0.0 0.0 4.8 0.0 7.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 47.6 0.3 0.0 0.0 15.1 0.0 47.6 0.0 0.0
LnGrp LOS D A A A B
D A
Approach Vol, vehlh 1020 1087 A
579 A
Approach Delay, slveh 10.8 15.1
47.6
Approach LOS
B B
D
Timer - Assigned Phs
2 4 5 6
Phs Duration (G+Y+Rc), s 78.5 26.5 15.8 62.7
Change Period (Y+ire), s 7.0 6.0 7.0 7.0
Max Green Setting (Gmax), s 65.0 27.0 13.0 45.0
Max 0 Clear Time (g_c+I1), s 2.0 19.0 8.5 15.3
Green Ext Time (p c), s 5.9 1.4 0.3 8.1
Intersection Summary
HUM 6th Ctrl Delay 20.5
HCM 6th LOS O
Notes
Unsignalized Delay for [NBR, WBR] is excluded from calculations of the approach delay and intersection de
lay.
Long-range (2041) Build PM Peak Hour 12/09/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 2
HCM 6th Signalized Intersection Summary
3: WCR 13 & Highway 66
01/11/2022
t
t fi
d
Movement EBL EBT ERR VBL VBT 1 BR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 257 1104 83 105 669 36 80 181 160 13 122 49
Future Volume (veh/h) 257 1104 83 105 669 36 80 181 160 13 122 49
Initial d(Ob),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No No
No No
Adj Flow Rate, veh/h 265 1138
86 108 690 37 82 187 165 13 126 51
Peak Hour Factor
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Vim, % 2
Cap, veh/h MN 353 919
Arrive On Green
2 2 2 2 2 2 2 2 2 2 2
69 173 915 49 100 152 126 54 249 95
0.07 0.54 0.54 0.05 0.52 0.52 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, vehfh
1781 1717 130 1781 1759
94 262 759 626 55 1239 475
Grp Volume(v), veh/h 265
0 1224 108 0 727 434
0 0 190 0 0
Grp Sat Flow(s),veh/h/In1781
0 1847 1781 0 1853 1647
0 0 1766 0 0
C Serve(gs), s
6.0 0.0 48.0 2.5 0.0 27.8 9.5 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 6.0 0.0 48.0 2.5 0.0 27.8 18.0 0.0 0.0 8.5 0.0 0.0
Prop In Lane 1.00
0.07 1.00
0.05 0.19
0.38 0.07 0.27
Lane Grp Cap(c), veh/h 353
0 989 173
0 965 378 0 0 398 0 0
VEC Ratio(X)
0.75 0.00 1.24 0.62 0.00 0.75 1.15 0.00 0.00 0.48 0.00 0.00
Avail Cap(c_a), veh/h 353
0 989 180
0 972 378 0 0 398 0 0
•
HCM Platoon Ratio
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l)
1.00 0.00 '1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 17.0 0.0 20.8 20.9 0.0 17.0 36.8 0.0 0.0 32.1 0.0 0.0
Incr Delay (d2), slveh 8.7 0.0 115.8 6.3 0.01 3.4 92.7 0.0 0.0 0.9 0.0 0.0
Initial 0 Delay(d3),s/veh 3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Voile BackOf0(50°I%),vehflr2.6 0.0 47.9 1.3 0.01 10.4 17.8 0.0 0.0 3.6 0.0 0.0
Unsig. . Movement Delay, slveh
LnGrp Delay(d),s/veh 25.7 0.0 136.6 27.1 0.0 20.3 129.5 0.0 0.0 32.9 0.0 0.0
LnGrp LOS C A F C A C F A A C A A
Approach Vol, veh/h 1489 835
434 190
Approach Delay, slveh 116.9
21.2 129.5 32.9
Approach LOS F
C � C
Timer - Assigned Phs
2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 25.0 9.7 55.0 25.0 11.0 53.7
Change Period (Y+Rc), s 7.0 5.0 7.0 7.0 5.0 7.0
Max Green Setting (Gmax), s 18.0 5.0 48.0 18.0 6.0 47.0
Max 0 Clear Time (g_c+I1), s 20.0 4.5 50.0 10.5 8.0 29.8
Green Ext Time (p c), s 0.0 0.0 0.0 0.5 0.0 4.0
Intersection Summary
HUM 6th Ctrl Delay 86.2
HCM 6th LOS F
Notes
User approved pedestrian interval to be less than phase max green.
Long-range (2041) Build PM Peak Hour 12/09/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
4: Site/V a rra Access/8553 Driveway & Highway 66
01/11/2022
t fi
d
Movement EBL EBT ERR VBL VBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
ati r
r
Traffic Volume (vehlh) 0 865 65 151 682 0 64 0 135 1 0 0
Future Volume (veh/h) 0 865 65 151 682 0 64 0 135 1 0 0
Initial Q(Ob),veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00
1.00 1.00 1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, vehlhlln 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No No
No
Adj Flow Rate, vehlh 0 983 74 172 775 0 73 0 153 1 0 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h IOW 93 1049 1889 244 1311 01 284 0 199 201 0
Arrive On Green 0.00 0.56 0.56 0.06 0.70 0.00 0.13 0.00 0.13 0.13 0.00 0.00
0
Sat Flow, vehlh 696 1870 1585 1781 1870 0 1528 0 1585 867
Grp Vollume*v), vehlh 0 983
74 172 775 0 73 0 153
1
0
0
Grp Sat Floes),vehlhlln 696 1870 1585 1781 1870
0 1528 0 1585 867 0 0
C Serve(g_s), s 0.0 37.8 1.7 2.9 16.5 0.0 0.0 0.0 7.3 0.1 0.0 0.0
Cycle 0 Clear(g_c), s 0.0 37.8 11.7 I 2.9 16.5 0.0 2.9 0.0 7.3 3.0 0.0 0.0
Prop In Lane 1.00
1.00 1.00
0.00 1.00
1.00 1.00
0.00
Lane Grp Cap(c), vehlh 93 1049 889 244 1311
0 284 0 199 201 0 0
VlC Ratio(X) 0.00 0.94 0.08 0.70 0.59 0.00 0.26 0.00 0.77 0.00 0.00 0.00
Avail Cap(c_a), vehlh 123 1131 959 293 1444
0 408 0 337 309 0 0
H C M Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d}, s/veh 0.0 15.$ 7.9 18.0 5.9 0.0 31.0 0.0 32.9 32.3 0.0 0.0
Incr Delay (d2), slveha 0.0 13.711.0.0 6.0 0.5 0.0 0.5 0.0 6.1 0.0 0.0 0.0
Initial Q Delay(c13),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%lie BackOfQ(50%),vehilr0.0 15.4 0.4 1.9 3.4 0.0 1.3 0.0 2.9 0.0 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 0.0 29.5 7.9 23.9 6.5 0.0 31.4 0.0 39.0 32.3 0.0 0.0
LnGrp LOS A C
A C A A C A DC A A
Approach Vol, vehlh 1057
947
226
1
Approach Delay, slveh 28.0
9.7
36.6
32.3
Approach LOS C
A
D
C
Timer - Assigned Phs 2 3 4
6
8
MEM
Phs Duration (G+Y+Rc), s 16.3 10.9 50.6
16.3
61.4
Change Period (Y+ire), s 6.5 6.0 7.0
6.5
7.0
Max Green Setting (Gmax), s 16.5 7.0 47.0
16.5
60.0
Max 0 Clear Time (g_c+I1), s 9.3 4.9 39.8
5.0 18.5
Green Ext Time (p c), s 0.5 0.1 3.8
0.0
5.4
Intersection Summary
HCM 6th Ctrl Delay
21.1
HCM 6th LOS
C
Long-range (2041) Build PM Peak Hour 12/09/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 4
HCM6th Signalized Intersection Summary
5: WCR 19 & Highway 66
01/11/2022
t fi
d
Movement
EBL EBT ERR VBL VBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
T r
t r 4.
4
Traffic Volume (veh/h) 4 866 48
88 693 15 25 1 49 186 1 36 3
Future Volume (veh/h) 4 866 48
88 693 15 25 49 186 1 36 3
Initial 0 (Ob), veh 0 0 0
o 0' 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00 1.00 1.00
'1.00
Parking Bus, Adj 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
No No
No
Ad j Sat Flow, ve hlhll n 1693 1752 1811
1811 1752 1693 1737 1737 1737 1737 1737 1737
Adj Flow Rate, veh/h 4 893 49
91 714 15 26 51 192 1 37 3
Peak Hour Factor 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 14
Cap, veh/h � 348 924 1810 191 1134 928 —I 62 69 214 44 3125
Arrive On Green
10 6 6 10 14
11 11 11 11 11 11
0.53 0.53 0.53 0.05 0.65 0.65 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 657 1752 1535 1725
1752 1434 t 35
348 1079 8 1579 125
Grp Vollume*v), vehlh
4 893 49 91 714 15 269
0 0 41 0 0
Grp Sat Flow(s),veh/h/In 657 1752 1535 1725 1752 1434 1511
0 0 1712 0 0
C Serve(g s 0.3 42.9 1.4 1.9
Cycle 0 Clear(g_c), s 11.1 42.9 1.4 I 1.9 21.2 0.3 15.1 0.0 0.0 1.7 I 0.0 0.0
21.2 0.3 8.0
0.0 0.0 0.0 0.0 0.0
Prop In Lane
1.00 1.00 1.00
1.00 0.10
0.71 0.02
0.07
Lane Grp Cap(c), veh/h 348 924 810 191 1134 928 345
0 0 332 0 0
1110 Ratio(X) 0.01 0.97 0.06 0.48 0.63 0.02 0.78 0.00 0.00 0.11 0.00 0.00
Avail Cap(c_a), veh/h 355 942 825 202 1163 952 365
0 0 404 0 0
•
H C M Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), slveh 15.6 19.9 10.1 20.2 9.2 5.5 34.1 0.0 0.0 28.8 0.0 0.0
Incr Delay (d2), stveha 0.0 21.3 0.0 1.8 1.1 1 0.0 9.9 0.0 0.0 0.1 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50°l%),vehilr0.0 19.1 0.4 1.0 5.81 0.1 6.1 0.0 0.0 0.7 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 15.6 41.2 10.1 22.0 10.2 5.5 44.0 0.0 0.0 28.9 0.0 0.0
LnGrp LOS
BD BC B A D A A C A A
Approach Vol, veh/h 946` 820 269
41
Approach Delay, slveh
39.5 11.5 44.0
28.9
Approach LOS
B D
Timer - Assigned Phs
3 4
6 8
Phs Duration (G+Y+Rc), s 23.8 10.5 53.1 23.8 63.6
Change Period (Y+ire), s 6.5 6.0 7.0
6.5 7.0
Max Green Setting (Gmax), s 18.5 5.0 47.0 18.5 58.0
Max 0 Clear Time (g_c+I1), s 17.1 3.9 44.9 3.7 23.2
Green Ext Time (p c), s 0.2 0.0 1.2 0.1 4.8
Intersection Summary
HCM 6th Ctrl Delay 28.8
HCM 6th LOS C
Long-range (2041) Build PM Peak Hour 12/09/2021 with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 5
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
d
Movement
EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 11 no)
tt'
44
Traffic Volume (veh/h) 31 555 45 107 1026 16 65 77 66 18 88 116
Future Volume (veh/h) 31 555 45 107 1026 16 65 77 66 18 88 116
Initial 0 (Ob), veh 0 0 0
0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00
1.00 1.00
1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No No No
Ad j Flow fete, veh/h 32 578 47 111 1069 17 68 80
69 19 92 121
Peak Hour Factor
0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 2 2 2
Cap, veh/h IOW 292 1249 101 474 1493 24 164 129 94
Arrive On Green
2 2 2 2 2 2 2 2 2
90A131it158
0.04 0.38 0.38 0.08 0.42 0.42 0.18 0.18 0.18 0.18 0.18 0.18
Sat Flow, vehlh
1781 3328 270 1781 3580 57 409 733 532
76 747 897
Grp VoIlume*v), vehlh 32 308 317 111
531 555 217 0 0 232 0 0
Grp Sat Flows),vehlhlln 1781 1777 1822 1781
1777 1860 1674 0 0 1720 0 0
0 Serve(g s 0.6 6.7 6.7 1.9
12.7 12.7 0.0 0.0 0.0 0.5 0.0 0.0
Cycle 0 Glear(g_c), s 0.6 6.7 6.7 1.9
12.7 12.7 6.0 0.0 0.0 6.4 0.0 0.0
Prop In Lane 1.00
0.15 1.00
0.03 0.31 0.32 0.08
0.52
Lane Grp Cap(c), vehlh 292 667 683 474
741 776 387 0 0 378
0 0
VlG Ratio(X) 0.11 0.46 0.46 0.23
0.72 0.72 0.56 0.00 0.00 0.61 0.00 0.00
Avail Gap(c_a), vehlh 403 1355 1389 614
1459 1528 534 0 0 540
0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00 1.00
1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 10.2 12.1 12.1 8.7 12.4 12.4 19.8 0.0 0.0 20.1 0.0 0.0
Incr Delay (d2), slvehit 0.2A_ 0.5 _a 0.5 0.3 1.3 1.3 1.3 0.0 0.0 1.6 0.0 0.0
Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr0.2 1.9-1 2.0 0.5 3.5 3.6 2.2 0.0 0.0 2.3 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 10.4 12.6 12.6 8.9 13.7 13.6 21.1 0.0 0.0 21.7 0.0 0.0
LnGrp LOS BBB A B BC A A C A A
Approach Vol, veh/h 657 1197
217 232
Approach Delay, slveh 12.5 13.2
21.1 21.7
Approach LOS
B B
Timer - Assigned Phs
2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 16.0 9.0 26.2 16.0 6.8 28.3
Change Period (Y+ire), s 7.0 5.0 7.0 7.0 5.0 7.0
Max Green Setting (Gmax), s 14.0 8.0 39.0 14.0 5.0 42.0
Max 0 Clear Time (g_c+I1), s 8.0 3.9 8.7 8.4 2.6 14.7
Green Ext Time (p c), s 0.5 0.1 3.3 0.5 0.0 6.6
Intersection Summary
HCM 6th Ctrl Delay 14.6
HCM 6th LOS B
Long-range (2041) Build AM Peak Hour 12/06/2021
'with Aggregate, Concrete and Asphalt
Synchro 10 Light Report
Page 3
HCM 6th Signalized Intersection Summary
3: VCR 13 & Highway 66
01/11/2022
t fi
d
Movement
EBT ERR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
144
4
Traffic Volume (veh/h)
257 1104 83
105 669
36 80 181 160 13 122 49
Future Volume (veh/h)
257 1104
83 105 669
36 80 181 160 13 122 49
Initial 0 (Ob), veh
0 0
0 0 0
0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)
1.00
1.00 1.00
1.00 1.00
1.00 1.00
1.00
Parking Bus, Adj
1.00 1.00 1.00
1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach
Adj Sat Flow, veh/h/In 1870 1870r1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
No
No
No
No
Adj Flow Rate, veh/h 265 1138
86 108 690 37 82 187 165 13 126 51
Peak Hour Factor 0.97 0.97 0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 2
2 2 2 2 2 2 2 2 2 2
Cap, veh/h 404 1376 104
245 1343 72 125 223 180 64 358 136
Arrive On Green 0.08 0.41 0.41
0.06 0.39 0.39 0.29 0.29 0.29 0.29 0.29 0.29
Sat Flow, veh/h
1781 3349 253 1781 3430 184 2451 778 628 49 1249 476
Grp Volume(v), vehlh 265 603 621
108 357 370 434 0 0 190 0 0
Grp Sat Flows),vehlhlln 1781 1777 1825
1781 1777 1837 1651 0 0 1775 0 0
C Serve(g_s), s 6.0 23.5 23.6
2.8 11.9 11.9 13.0 0.0 0.0 0.0 0.0 0.0
Cycle 0 Clear(g_c), s 6.0 23.5 23.6
2.8 11.9 11.9 19.6 0.0 0.0 6.6 0.0 0.0
Prop In Lane
1.00 0.14
1.00 0.10 0.19
0.38 0.07
0.27
Lane Grp Cap(c), veh/h 404 730 750
245 696 720 528 0 0 558 0 0
VlC Ratio(X) 0.66 0.83 0.83
Avail Cap(c_a), veh/h 404 938 964
0.44 0.51 0.51 0.82 0.00 0.00 0.34 0.00 0.00
279 938 970 564 0 0 596 0 0
•
H C M Platoon Ratio 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(l) 1.00 1.00 1.00
1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 16.1 20.4 20.4 16.6 18.0 18.0 26.6 0.0 0.0 22.1 0.0 0.0
Incr Delay (d2), slveht 3.8AL 4.9 4.8 1.2 0.6 0.6 9.0 0.0 0.0 0.4 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),vehilr2.7 8 9.2 1.0 4.2 4.3 8.2 0.0 0.0 2.6 0.0 0.0
Unsig. Movement Delay, slveh
LnGrp Delay(d),slveh 19.9 25.3 25.2 17.9 18.6 18.6 35.6 0.0 0.0 22.5 0.0 0.0
LnGrp LOS B C C
BB BD A A C A A
Approach Vol, veh/h 1489
835 434
190
Approach Delay, slveh 24.3
18.5 35.6
22.5
Approach LOS C
B D
C
Timer - Assigned Phs 2 3 in 6
7 8
Phs Duration (G+Y+Rc), s 29.2 9.5 38.9
29.2 11.0 37.4
Change Period (Y+ire), s 7.0 5.0 7.0
7.0 5.0 7.0
Max Green Setting (Gmax), s 24.0 6.0 41.0
24.0 6.0 41.0
Max 0 Clear Time (g_c+I1), s 21.6 4.8 25.6
8.6 8.0 13.9
Green Ext Time (p c), s 0.6 0.0 6.3
0.8 O.OT3.9
Intersection Summary
HCM 6th Ctrl Delay 24.2
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
Long-range (2041) Build PM Peak Hour 12/09/2021
Highway 66 widened at \NCR 13
Synchro 10 Light Report
Page 3
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