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HomeMy WebLinkAboutCayuga Heights Traffic Impact Study.pdffor the proposed Corners Community Center Medical Office Building Village of Cayuga Heights Tompkins County, New York Project No. 36019 May 2016 Prepared For: HOLT Architects,PC 619 W. State Street Ithaca, NY 14850 Prepared By: 3495 Winton Place Building E, Suite 110 Rochester, New York 14623 Traffic Impact Study Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY TABLE OF CONTENTS LIST OF TABLES ............................................................................................................................................. i LIST OF FIGURES ........................................................................................................................................... ii LIST OF APPENDICES .................................................................................................................................. ii LIST OF REFERENCES .................................................................................................................................. ii EXECUTIVE SUMMARY ............................................................................................................................... iii I. INTRODUCTION .................................................................................................................................1 II. LOCATION ............................................................................................................................................1 III. EXISTING HIGHWAY SYSTEM ........................................................................................................1 IV. EXISTING TRAFFIC CONDITIONS ................................................................................................2 A. Peak Intervals for Analysis ................................................................................................................2 B. Existing Traffic Volume Data ...........................................................................................................2 V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH .....................................................2 VI. PROPOSED DEVELOPMENT ............................................................................................................3 A. Description ..........................................................................................................................................3 B. Site Traffic Generation ......................................................................................................................3 C. Site Traffic Distribution .....................................................................................................................4 VII. FULL DEVELOPMENT VOLUMES ....................................................................................................4 VIII. CAPACITY ANALYSIS .........................................................................................................................4 IX. SHARED PARKING ANALYSIS .........................................................................................................9 X. MULTI-MODAL CONSIDERATIONS .......................................................................................... 11 XI. CONCLUSIONS & RECOMMENDATIONS .............................................................................. 11 XI. FIGURES ................................................................................................................................................ 12 LIST OF TABLES TABLE I SITE GENERATED TRIPS ............................................................................................................3 TABLE II CAPACITY ANALYSIS RESULTS ..............................................................................................6 TABLE III WEEKDAY SHARED PEAK PARKING DEMAND, SUPPLY, & UTILIZATION ...................................................................................................................... 10 Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY LIST OF FIGURES FIGURE 1 SITE LOCATION & STUDY AREA FIGURE 2 LANE GEOMETRY & AVERAGE DAILY TRAFFIC FIGURE 3 PEAK HOUR VOLUMES – 2016 EXISTING CONDITIONS FIGURE 4 PEAK HOUR VOLUMES – 2017 BACKGROUND CONDITIONS FIGURE 5 CONCEPT SITE PLAN FIGURE 6 TRIP DISTRIBUTION FIGURE 7 SITE GENERATED TRIPS FIGURE 8 PEAK HOUR VOLUMES – FULL BUILD CONDITIONS LIST OF APPENDICES A1. COLLECTED TRAFFIC VOLUME DATA A2. MISCELLANEOUS TRAFFIC DATA AND CALCULATIONS A3. LOS CRITERIA/DEFINITIONS A4. LEVEL OF SERVICE CALCULATIONS – EXISTING CONDITIONS A5. LEVEL OF SERVICE CALCULATIONS – BACKGROUND CONDITIONS A6. LEVEL OF SERVICE CALCULATIONS – FULL DEVELOPMENT CONDITIONS LIST OF REFERENCES 1.Highway Capacity Manual, Fifth Edition. Transportation Research Board. National Research Council, Washington, DC. 2010. 2.Special Report 209: Highway Capacity Manual. Transportation Research Board. National Research Council, Washington, DC. 2000. 3.Trip Generation, Ninth Edition. Institute of Transportation Engineers. Washington D.C. 2012. 4.New York State Department of Transportation Traffic Data Viewer. 2012. Retrieved from https://www.dot.ny.gov/tdv. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY EXECUTIVE SUMMARY OVERVIEW The purpose of this report is to identify the potential traffic impacts and parking needs associated with the proposed Medical Office Building at Corners Community Shopping Center in the Village of Cayuga Heights, Tompkins County, New York. For traffic impacts, the operating characteristics of the proposed access points and impacts to the adjacent roadway network are identified. An analysis of parking demand and supply for the proposed development is also provided. In an effort to define traffic impact, this analysis establishes existing traffic conditions, projects background traffic flow including area growth, and determines the traffic operations that would result from the proposed development. Future traffic volumes and operating conditions are then evaluated. The proposed Medical Office Building at Corners Community Center consists of one two-story building with approximately 27,600 gross square footage (SF). The proposed project entails demolishing an existing one-story 3,600 SF office building and a 1,700 SF one-story bank building. The existing shopping center has multiple points of ingress and egress: one on Hanshaw Road, one on Pleasant Grove Road, and three on Upland Road which will continue to be used as access to the shopping center and proposed Medical Office Building. Proposed site improvements with the construction of the Medical Office Building close the internal vehicular connection at the south end of the plaza that currently allows Carriage House apartment residents and any other through traffic from Pleasant Grove Road to enter or exit the plaza from this southern location as shown in the accompanying Figures; pedestrian and bicycle connections will remain. Construction of the proposed development is expected to be completed in 2017. Village of Cayuga Heights officials were contacted to discuss projects within the study area that are under construction and/or approved. One project that was approved 10 years ago was identified but has not shown progress. This proposed subdivision is located on the vacant land to the south of Corners Community Center and is an 8-lot subdivision which is anticipated to have single family dwellings on all but two of the lots. The ambient traffic growth rate was derived by comparing past NYSDOT counts to current estimated AADT. Current AADT was estimated based upon existing 2016 PM traffic counts and was compared to NYSDOT Counts at two similar locations in the project area. These comparisons show little to no annual growth over the last six years. A growth rate of 0.25% was used to account for background growth and the proposed subdivision and determine background conditions for the one-year-build-out period (2017). The operating characteristics of the study intersections and impacts to the adjacent roadway network are identified and mitigating measures, if any, are provided to minimize any capacity or safety concerns. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY CONCLUSIONS & RECOMMENDATIONS This study evaluates the potential traffic and parking impacts resulting from the proposed Medical Office Building at Corners Community Center. Based upon our comprehensive analysis, the results indicate that the proposed development will not have significant adverse traffic or impacts to the existing roadway network or parking impacts to the existing and proposed conditions. The following sets forth conclusions and recommendations based upon the results of the analyses: 1.The proposed Medical Office Building at Corners Community Center is expected to generate approximately 52(14) vehicles entering the Corners Community Center during the AM(PM) peak hours respectively and 25(66) vehicles exiting the Corners Community Center during the AM(PM) peak hours. 2.The proposed development will not result in any potentially significant adverse traffic impacts to the study area intersections. 3.No mitigation is warranted or recommended at any of the study intersections as a result of the proposed Medical Office Building development. 4.The parking analysis indicates that the proposed parking spaces will be sufficient to accommodate parking needs during the majority of the time. During the peak month of December there may be times of the day when the parking lots reach 90% capacity. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY I. INTRODUCTION The purpose of this report is to identify the potential traffic impacts and parking needs associated with proposed Medical Office Building at Corners Community Center in the Village of Cayuga Heights, Tompkins County, New York. The operating characteristics of the proposed access point and impacts to the adjacent roadway network are identified. An analysis of parking demand and supply for the proposed development is also provided. In an effort to define traffic impact, this analysis establishes existing traffic conditions, projects background traffic flow including area growth, and determines the traffic operations that would result from the proposed developments. Future traffic volumes and operating conditions are then evaluated. II. LOCATION The proposed Medical Office Building is located on the south end of the Corners Community Center in the Village of Cayuga Heights, Tompkins County, New York. The site location and study area are shown in Figure 1 – Site Location and Study Area (all figures are included at the end of this report). The proposed Medical Office Building is surrounded by adjacent commercial and retail sites in the Corners Community Center. The Shopping Center is surrounded primarily by residential development. The study area consists of the following intersections: Hanshaw Road/ North Triphammer Road; East Upland Road/Triphammer Road/Hanshaw Road; three shopping center entrances along East Upland Road identified as North, Middle and South; one shopping center entrance on Hanshaw Road; Pleasant Grove Road/Hanshaw Road; one shopping center entrance on Pleasant Grove Road; and a driveway connection from the Carriage House Apartment parking lot to the south end of the Corners Community Center parking lot, which also allows access to Pleasant Grove Road, that will be removed with the construction of the site improvements associated with the proposed Medical Office Building project. The intersection of Pleasant Grove Road with the entrance to the Carriage House Apartments is not included in the project analysis but existing data was collected at that location in order to account for the relocation of trips generated by the southern interior Corners Community Center connection that will be closed by construction of the project. III. EXISTING HIGHWAY SYSTEM All roadways in the project area are functionally classified as local roadways, under the jurisdiction of the Village of Cayuga Heights. Within the study area, motorists travel north and south or east and west using one travel lane in each direction. According to New York State Department of Transportation (NYSDOT) data in 2014 and 2010, Annual Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY Average Daily Traffic (AADT) on North Triphammer Road, approximately 1,558 feet north of Hanshaw Road is 10,743 vehicles per day (vpd) and on Hanshaw Road approximately 150’ west of Pleasant Grove Road is 8,606 vpd, respectively. Data collected by SRF & Associates (SRF) in April 2016 indicates that immediately north of Hanshaw Road on North Triphammer Road the average daily traffic is approximately 10,620 vpd and on Hanshaw Road west of Pleasant Grove Road is 8,860 vpd. The posted speed limits on the roadways surrounding Corners Community Center are 30 miles per hour (MPH). Figure 2 illustrates the lane geometry at each of the study intersections with data included for the Carriage House apartments driveway and the internal connection that allows passage between the apartment complex/Pleasant Grove Road and Corners Community Center. IV. EXISTING TRAFFIC CONDITIONS A. Peak Intervals for Analysis Given the functional characteristics of the land use proposed for the Medical Office Building, the peak hours selected for analysis are the weekday commuter AM and PM peaks. The combination of site traffic and adjacent through traffic produces the greatest demand during these time periods. B. Existing Traffic Volume Data Weekday AM (7:00-9:00AM) and PM (4:00-6:00PM) peak hour volumes were collected by SRF at the intersections in the project area on Thursday, April 14, 2016. The peak hour traffic periods generally occurred between 7:45-8:45AM and 4:30- 5:30PM at the study intersections. The weekday AM and PM peak hour existing traffic volumes are reflected in Figure 3. V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH The proposed Medical Office Building is expected to be built-out in 2017. Village of Cayuga Heights officials were contacted to discuss projects within the study area that are under construction and/or approved. One project that was approved 10 years ago was identified but has not shown progress. This proposed subdivision is located on the vacant land to the south of Corners Community Center and is an 8-lot subdivision which is anticipated to have single family dwellings on all but two of the lots. To account for normal increases in background traffic growth, including the approved subdivision that has not shown progress, a growth rate of 0.25% has been applied to the existing traffic volumes to determine the background conditions for the one-year-build- out period (2017). The ambient traffic growth rate was derived by comparing past NYSDOT counts to current estimated AADT. Current AADT was estimated based upon existing 2016 PM traffic counts and was compared to NYSDOT Counts at two similar locations in the Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY project area. These comparisons show little to no annual growth over the last six years. A growth rate of 0.25% was used to account for background growth and the proposed subdivision and determine background conditions for the one-year-build-out period (2017). The background traffic volumes are depicted in Figure 4. VI. PROPOSED DEVELOPMENT A. Description The proposed Medical Office Building at Corners Community Center consists of one two-story building with approximately 27,600 gross square footage (SF). The proposed project entails demolishing an existing one-story 3,600 SF office building and a 1,700 SF one-story bank building and includes site improvements that provide a total of 300 parking spaces for the site as well as reconfiguration of internal lane geometry that will no longer allow ingress/egress of vehicles directly to the Carriage House Apartments and the Pleasant Grove Road driveway for the apartments. Traffic from the south end of the shopping center will also be prohibited from exiting to Pleasant Grove Road via the Carriage House Apartments. Pedestrian and bicycle connections between Corners Community Center and Carriage House Apartments will remain. Figure 5 illustrates the proposed concept plan. B. Site Traffic Generation The next step in the evaluation is to determine the traffic attributable to the proposed development as defined, vehicle trips entering and exiting the site. The volume of traffic generated by a site is dependent on the intended land use and size of the development. Trip generation is an estimate of the number of trips generated by a specific building or land use. These trips represent the volume of traffic entering and exiting the development. Trip Generation, 9th Edition is used as a reference for this information. The trip rate for the peak hour of the generator may or may not coincide in time or volume with the trip rate for the peak hour of adjacent street traffic. Volumes generated during the peak hour of adjacent street traffic, in this case the weekday AM and PM commuter peaks, represent a more critical volume when analyzing the capacity of the system; those intervals will provide the basis of this analysis. Table I summarizes the volume of projected trips for the weekday AM and PM peak hours. All trip generation calculations are included in Appendix A2 of this report. TABLE I SITE GENERATED TRIPS DESCRIPTION UNITS AM PEAK PM PEAK ENTER EXIT ENTER EXIT Medical Office Building 27,600 Sq. Feet Gross Floor Area 52 14 25 66 Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY C. Site Traffic Distribution The cumulative effect of site traffic on the transportation network is dependent on the origins and destinations of that traffic and the location of the access drives serving the site. The proposed arrival/departure distribution of traffic to be generated at this site is considered a function of several parameters, including the following: Location of residential areas; Existing highway network; Existing traffic patterns; and Existing traffic conditions and controls Figure 6 shows the anticipated trip distribution pattern percentages for full build-out of the proposed Medical Office Building at Corners Community Center. Given that access to the proposed Medical Office Building is not possible at a Pleasant Grove Entrance, vehicles coming from south of Corners Community Center were assumed to use East Upland Road instead of Pleasant Grove Road to access the proposed project site. Figure 7 shows the resulting total site generated traffic as assigned to the study area intersections for the weekday AM and PM peak hour periods under full build-out conditions. VII. FULL DEVELOPMENT VOLUMES The projected design hour traffic volumes were developed for the weekday AM and PM peak hours by combining the future background traffic conditions (Figure 4), and projected site generated volumes for full build-out of the proposed development (Figure 7) to yield the total traffic conditions expected at full development. Figure 8 illustrates the total weekday AM and PM peak hour volumes anticipated for the proposed development under full build-out conditions. VIII. CAPACITY ANALYSIS Capacity analysis is a technique used for determining a measure of effectiveness for a section of roadway and/or intersection based on the number of vehicles during a specific time period. The measure of effectiveness used for the capacity analysis is referred to as a Level of Service (LOS). Levels of Service are calculated to provide an indication of the amount of delay that a motorist experiences while traveling along a roadway or through an intersection. Since the most amount of delay to motorists usually occurs at intersections, capacity analysis typically focuses on intersections, as opposed to highway segments. Six Levels of Service are defined for analysis purposes. They are assigned letter designations, from "A" to "F", with LOS "A" representing the best conditions and LOS "F" the worst. Suggested ranges of service capacity and an explanation of Levels of Service are included in the Appendix. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY The standard procedure for capacity analysis of signalized and un-signalized intersections is outlined in the Highway Capacity Manual (HCM 2010) published by the Transportation Research Board. Traffic analysis software, Synchro 9.1, which is based on procedures and methodologies contained in the HCM 2010, was used to analyze operating conditions at study area intersections. The procedure yields a Level of Service (LOS) based on the HCM 2010 as an indicator of how well intersections operate. Existing and background operating conditions during the peak study periods are evaluated to determine a basis for comparison with the projected future conditions. The future traffic conditions generated by the proposed development were analyzed to assess the operations of the intersections in the study area. Capacity results for existing, background, and full development conditions are listed in Table II. See Figure 2 for numbered movements that correspond to numbered movements in Table 11. The discussion following the table summarizes capacity conditions. All capacity analysis calculations are included in the Appendices. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY TABLE II CAPACITY ANALYSIS RESULTS INTERSECTION EXISTING CONDITIONS BACKGROUND CONDITIONS FULL DEVELOPMENT CONDITIONS AM PM AM PM AM PM Hanshaw Road / North Triphammer (U) 1 Eastbound Thru/Left – Hanshaw Road A(9.6) C(18.2) A(9.6) C(23.9) A(8.0) C(23.6) 2 Southbound Left – N. Triph Road B(10.8) B(14.6) B(10.6) C(19.1) A(9.5) B(14.3) 3 Southbound Right – N. Triph Road A(3.0) A(3.6) A(2.9) A(3.6) A(2.8) A(3.3) East Upland Rd/ Triphammer Rd/ Hanshaw Road (U) 4 Eastbound Left – Triphammer Road B(18.0) F(97.3) C(23.1) F(*) C(23.5) F(95.9) 5 Eastbound Thru/Right – Triph Road B(11.7) F(74.2) B(11.9) F(*) B(11.4) F(*) 6 Westbound L/T/R – Hanshaw Road A(1.3) A(1.5) A(1.3) A(1.6) A(1.3) A(1.5) 7 Northbound L/T/R – East Upland Road C(22.4) F(50.6) C(22.2) F(*) C(21.0) F(70.4) 8 Southbound L/T/R – Hanshaw Road A(1.7) A(1.5) A(1.7) A(1.8) A(2.0) A(1.6) East Upland Rd/ East Upland North Entrance (U) 9 Westbound L/R – EU North Entrance A(8.8) A(8.8) A(8.8) A(8.8) A(8.8) A(8.8) 10 Southbound Left – East Upland Road A(7.3) A(7.4) A(7.3) A(7.4) A(7.4) A(7.4) East Upland Rd/ East Upland Middle Entrance (U) 11 Westbound L – EU Middle Entrance A(8.5) A(8.6) A(8.5) A(8.6) A(8.5) A(8.6) 12 Southbound L/R – East Upland Road A(7.3) A(0) A(7.3) A(0) A(7.3) A(0) East Upland Rd/ East Upland South Entrance (U) 13 Westbound Left – EU South Entrance A(8.8) A(9.2) A(8.9) A(9.2) A(9.2) A(9.3) 14 Southbound L/R – East Upland Road A(7.4) A(7.3) A(7.4) A(7.3) A(7.4) A(7.4) Hanshaw Entrance/ Hanshaw Road (U) 15 Northbound L/R – Hanshaw Entrance C(15.7) C(18.9) C(15.7) C(19) C(17.2) C(24.1) 16 Westbound Left – Hanshaw Road A(8.5) A(8.3) A(8.5) A(8.3) A(8.6) A(8.3) Pleasant Grove Road/ Hanshaw Road (U) 17 Northbound Left – Pleasant Grove Rd D(33.8) E(40.2) D(34) E(40.5) E(36.6) E(42) 18 Northbound R – Pleasant Grove Rd B(10) B(10.9) B(10) B(10.9) B(10) B(10.9) 19 Westbound Left – Hanshaw Road A( 8.9) A(8.3) A(8.9) A(8.3) A(8.9) A(8.3) Pleasant Grove Road/ Pleasant Grove Entrance (U) 20 Northbound L – Pleasant Grove Rd A(8.8) A(7.9) A(8.8) A(7.9) A(8.8) A(7.9) 21 Eastbound L/R – Pleasant Grove Ent B(13.2) B(11.4) B(13.2) B(11.4) B(13.2) B(11.1) NOTES: 1.(U) = Unsignalized 2.A(9.8) = Level of Service (Delay in vehicles per second) 3.F(*) = F(>100) 4.See Figure 2 for numbered movements that correspond to numbered movements in Table 11. 5.This chart shows improvement in LOS operation or minor reductions in delay occurring for a lane when volumes are known to increase from existing to background and future conditions. This is due to the weighted averaging of independent vehicle movements in that lane performed by the simulated traffic program in SYNCHRO 9. When there is an increase in volume in the right or through traffic movements in a single lane, which independently have a better LOS (than left turns), the weighted average LOS of the overall lane could improve and the calculated delay decrease. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY Hanshaw Road/ North Triphammer Road The Hanshaw Road/ North Triphammer Road intersection currently operates at LOS “A” during the AM peak hour and LOS “C” during the PM peak hour on the eastbound Hanshaw Road approach. No changes in levels of service are anticipated on this approach. The southbound North Triphammer Road approach currently operates at LOS “B” for the left turn lane and LOS “A” for the right turn lane during the AM/PM peak hours. Under background conditions, the AM peak remain the same at LOS “B” and LOS “A” for the left turn and right turn lanes respectively. During the PM peak the left turn movement decreases to an LOS “C” with an increase in delay of 4.5 seconds per vehicle. The right turn lane remains at LOS “A” with no change in delay. Under full development conditions both the right and left turn lane during AM and PM peaks are expected to operate with less delay than the existing conditions for reasons explained in Note 4 and shown in Table II above. At the Hanshaw Road/North Triphammer Road intersection there is no projected impact from proposed trips generated by the proposed Medical Office Building. Therefore, no mitigation is warranted or recommended at this intersection. East Upland Road/ Triphammer Road/ Hanshaw Road The East Upland Road/ Triphammer Road/ Hanshaw Road intersection currently operates at LOS “B” during the AM peak hour and LOS “F” during the PM peak hour on the eastbound Triphammer Road approach. Under background conditions, the eastbound left turn lane decreases from LOS “B” to LOS “C” with a corresponding increase in delay of 5.1 seconds per vehicle during the AM peak hour. The thru/right lane remains at LOS “F”. For the full development conditions, the eastbound left turn lane operates at LOS “C” with an additional delay of 0.4 seconds per vehicle during the AM peak hour. The thru/right turn movements remain at LOS “F” and is calculated to operate with slightly less delay than the existing conditions for reasons explained in Note 4 and shown in Table II above. The westbound Hanshaw Road approach currently operates at level of service “A” under existing, background and full development conditions during the AM and PM peak hours. Full development conditions are not anticipated to create any changes to the LOS on this approach as shown in Table II. The northbound East Upland Road approach currently operates at LOS “C” for the AM peak hour and LOS “F” for the PM peak hour. Under background conditions, the AM peak hour level of service remains “C” with a slight projected decrease of 0.2 second delay per vehicle and the PM peak remains LOS “F” with projected delays exceeding 100 seconds per vehicle. Under the full development conditions, AM and PM peak hours are expected to operate at LOS “C” and LOS “F” respectively. The southbound Hanshaw Road approach currently operates at LOS “A” under existing, background, and full development conditions during the AM and PM peak hours. The proposed Medical Building at Corners Community Center does not change the projected LOS for any approach at the East Upland Road/Triphammer Road/Hanshaw Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY Road intersection. A minor change of no more than 0.4 seconds per vehicle in delay over the background condition is shown in Table II for two of the approaches. Given that this development is projected to add less than approximately one vehicle every six (6) minutes to any of the currently failing approaches, no improvements are the responsibility of this development. East Upland Road/ East Upland North Entrance All approaches at the East Upland Road/ East Upland North Entrance intersection operate at level of service “A” under existing, background and full development conditions during the AM and PM peak hours. Minor changes are anticipated as a result of the proposed development as shown in the table above however all approaches will remain level of service “A” with less than 0.5 seconds per vehicle in delay. Therefore, no mitigation is warranted or recommended at this intersection. East Upland Road/ East Upland Middle Entrance All approaches at the East Upland Road/ East Upland Middle Entrance intersection operate at level of service “A” under existing, background and full development conditions during the AM and PM peak hours. Minor changes are anticipated as a result of the proposed development as shown in the table above but all approaches will remain level of service “A” with less than 0.5 seconds per vehicle in delay. Therefore, no mitigation is warranted or recommended at this intersection. East Upland Road/ East Upland South Entrance All approaches at the East Upland Road/ East Upland South Entrance intersection operate at level of service “A” under existing, background and full development conditions during the AM and PM peak hours. Minor changes are anticipated as a result of the proposed development as shown in the table above but all approaches will remain level of service “A” with less than 0.5 seconds per vehicle in delay. Therefore, no mitigation is warranted or recommended at this intersection. Hanshaw Road Entrance/ Hanshaw Road All intersection approaches currently operate at LOS “C” or better during the AM and PM peak hour. No changes in LOS are anticipated under background or full development conditions. Therefore, no mitigation is warranted or recommended at this intersection. Pleasant Grove Road/ Hanshaw Road The Pleasant Grove Road/ Hanshaw Road intersection currently operates at LOS “D” during the AM peak hour and LOS “E” during the PM peak hour for the northbound approach from Pleasant Grove Road turning left onto Hanshaw Road. The northbound approach turning right onto Hanshaw Road currently operates at LOS “B” for both the AM and PM peak hours. Under background conditions, the approaches all remain at LOS “D”, LOS “E” and LOS “B” respectively for AM/PM peak hour. Under full development conditions, the Pleasant Grove Road northbound left turn movement decreases from LOS “D” to LOS “E” during the AM peak hour with a corresponding increase in delay of 2.8 seconds per vehicle over projected background conditions. This change in LOS is the result of a borderline conditions as the threshold between LOS “D” and “E” is a delay of 35.0 seconds per vehicle. During the PM peak hour, the intersection remains at LOS “E” Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY projected to operate with an increased delay of 1.5 seconds per vehicle. No mitigation is warranted or recommended at this intersection as a result of the proposed development. Pleasant Grove Road/ Pleasant Grove Entrance All approaches at the Pleasant Grove Road/ Pleasant Grove Entrance intersection operate at level of service “A” under existing, background and full development conditions during the AM and PM peak hours with no projected increase in delay per vehicle as shown in Table II above. Therefore, no mitigation is warranted or recommended at this intersection. IX. SHARED PARKING ANALYSIS At present, the total number of off-street parking spaces being proposed on the current site plan, Figure 5, equals 300 parking spaces. The existing center currently provides 284 parking spaces. Urban Land Institute (ULI) Methodology for shared parking, a national standard, was used to estimate the number of parking spaces required for the existing conditions (for comparison purposes) and the proposed development. This methodology is utilized by traffic engineers and planners when evaluating the parking demand for a mixed-use project. Shared parking synergies exist when (a) there are different uses that have peak operating times at different times of the day, and (b) when there are related or complementary uses where patrons of one use also access the complementary use. The ULI study also identifies monthly variations in parking demand by use for each month of the year. Mixed-use projects such as the one proposed, will experience parking synergy as described in the preceding paragraph. The parking efficiencies that will result reduce the excess supply of parking and associated loss of green space, storm drainage impacts and maintenance expenses. Additionally, it’s important that sufficient parking is provided to prevent intrusion of parking into neighborhoods or adjoining properties, excessive vehicle circulation, and dissatisfied tenants and customers. Given the proximity of this site to adjacent residences and business that are located within a five-minute walk (see the radius shown on the figure to the right), it is likely that the parking demand is overestimated since it is based upon all patrons driving to the site. In addition, there Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY are Tompkins Consolidated Area Transit (TCAT) bus stops/shelters located on Pleasant Grove Road at the Carriage House Apartments and on Triphammer Road just west of Hanshaw Road. Factors such as carsharing, income, housing tenure, walkability, transit accessibility, and demographics can impact the total supply of parking needed for a mixed- use development. A walkable environment reduces parking needs between 5-15% of the total parking demand. Providing safe and accessible bicycle parking facilities may further reduce the parking demand. For a conservative worst case scenario, a 5% reduction factor is applied in the parking analysis to account for mode share (i.e. walking, bicycling, and transit usage to access the site. In addition, a conservative 5% reduction is applied to account for trips internal to the site (i.e. employees or patrons of the businesses on the site will park once and walk to other businesses on the site such as restaurants, drycleaners, banks, etc.). Land use data proposed for the Corners Community Center development was entered in the Shared Parking Model; a spreadsheet that estimates the shared parking demand in mixed-use projects. The ULI spreadsheet for the proposed development, which shows the input values and stand-alone parking calculations from the ULI Shared Parking Model, is included in the Appendices. Included in the appendices are tables depicting the monthly variation in parking that is required for weekdays. Based on this information, the peak month at the proposed development site occurs in December. In addition, there is a table that shows the hourly variation in parking on the site during the peak month of December for weekdays. The resulting weekday peak hour parking demand is presented in a tabular and graphical format. The total weekday parking demand is summarized in Table III and shown in the ULI Shared Parking Model calculations in the appendices. As previously stated, the total on-site parking supply included in the proposed site plan is 300 parking spaces. TABLE III WEEKDAY SHARED PEAK PARKING DEMAND, SUPPLY, & UTILIZATION FOR CORNERS COMMUNITY CENTER AVERAGE MONTHLY PARKING DEMAND AVERAGE MONTHLY PARKING UTILIZATION PEAK HOUR PARKING DEMAND (DECEMBER) PEAK HOUR PARKING UTILIZATION Existing Conditions 284 spaces 171/284 60% 189 67% Proposed Conditions 300 spaces 256/300 85% 273 91% For comparison purposes, parking needs of the proposed medical office building were projected as if it were located on its own, self-contained, site. Including the mode share reduction of 5%, the parking requirement would be 94 spaces. Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY The second edition of the ITE’s “Shared Parking” manual and the Parking Consultants Council suggests using the 85th percentile of peak hour parking demand as a target parking ratio. This level produces an adequate supply cushion that minimizes motorists roaming for a parking space. The hourly variation table in the appendices shows the hourly parking requirements during the peak month of December according to the ULI Shared Parking Model overlap on the parking demand with the shaded area in reflecting the time periods when this roaming may likely occur. The graph indicates that there is ample parking provided for the majority of the day, even during the peak month of December. There may be one to two hours when the parking utilization will be above 85% of the capacity. Therefore 300 parking spaces is more than adequate for the proposed development. It is important to note that under existing conditions, there are vehicles parking on the site that are not patrons or employees of the businesses on the site (i.e. informal park and ride, nearby businesses, etc.). This results in greater parking usage than would occur for only the on-site businesses and a perceived parking deficiency. Use of the proposed parking spaces by motorists that are not employees or patrons of the site may need to be prohibited and monitored if there appear to be parking deficiencies in the future. X. MULTI-MODAL CONSIDERATIONS Bicycle storage should be provided on-site in safe, convenient, well-lit areas through a combination of short/medium/long-term facilities to encourage employees and visitors to use alternative modes of transportation. The proposed site is proposing pedestrian access between the proposed building and other buildings on the site. Pedestrian accommodations will be provided on-site via sidewalks, marked crossing locations and signage, where appropriate. All crossing locations shall be ADA compliant. The site is currently serviced - and will be continue to be serviced – by TCAT routes 30, 31, 32, 37, and 41. These routes pass nearby the site on either Triphammer Road, where there is a bus shelter located just west of Hanshaw Road, or Pleasant Grove Road, where there is a bus shelter located in front of the Carriage House Apartments. An important benefit of encouraging alternate modes of transportation is to decrease the total site generated vehicle trips, thereby potentially reducing both the need for on-site parking and the impact of the proposed site on the study area intersections. XI. CONCLUSIONS & RECOMMENDATIONS This study evaluates the potential traffic and parking impacts resulting from the proposed Medical Office Building at Corners Community Center. Based upon our comprehensive analysis, the results indicate that the proposed development will not have significant adverse traffic or impacts to the existing roadway network or parking impacts to the existing and proposed conditions. The following sets forth conclusions and recommendations based upon the results of the analyses: Traffic Impact Study Proposed Medical Office Building Village of Cayuga Heights, NY 1.The proposed Medical Office Building at Corners Community Center is expected to generate approximately 52(14) vehicles entering the Corners Community Center during the AM(PM) peak hours respectively and 25(66) vehicles exiting the Corners Community Center during the AM(PM) peak hours. 2.The proposed development will not result in any potentially significant adverse traffic impacts to the study area intersections. 3.No mitigation is warranted or recommended at any of the study intersections as a result of the proposed Medical Office Building development. 4.The parking analysis indicates that the proposed parking spaces will be sufficient to accommodate parking needs during the majority of the time. During the peak month of December there may be times of the day when the parking lots reach 90% capacity. XI. FIGURES Figures 1 through 8 are included on the following pages. !!!!!!!!!!!9!8!7!6!5!4!3!2!1!10Hanshaw RdE Upland RdTriphammer RdSiena Dr Texas LnMidw ay RdLisa LnKlinewoods RdForest DrPleasa nt Grove R dLisa PlNorthway RdN Tri pham mer Rd Comstock RdPROPOSED COMMUNITY CORNERS MEDICAL OFFICE BUILDING·CORNERS COMMUNITY CENTER, VILLAGE OF CAYUGA HEIGHTS, NY0 400 800200FeetLegend!Study IntersectionSite LocationStudy AreaPROPOSEDPROPOSEDCOMMUNITY CORNERSCOMMUNITY CORNERSMEDICAL OFFICE BUILDINGMEDICAL OFFICE BUILDING3FIGURE 1 - SITE LOCATION AND STUDY AREA APPENDICES A1 Collected Traffic Volume Data Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Pleasant Grove Rd -- Hanshaw Rd QC JOB #:13777201 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Pleasant Grove Rd (Northbound) Pleasant Grove Rd (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 9 0 0 0 0 0 0 0 0 8 40 0 16 13 0 0 86 7:15 AM 7 0 2 0 0 0 0 0 0 16 46 0 12 24 0 0 107 7:30 AM 18 0 5 0 0 0 0 0 0 22 70 0 25 39 0 0 179 7:45 AM 29 0 4 0 0 0 0 0 0 19 97 0 55 52 0 0 256 628 8:00 AM 23 0 3 0 0 0 0 0 0 19 83 0 29 51 0 0 208 750 8:15 AM 24 0 8 0 0 0 0 0 0 19 68 0 22 41 0 0 182 825 8:30 AM 32 0 11 0 0 0 0 0 0 19 63 0 37 63 0 0 225 871 8:45 AM 33 0 6 0 0 0 0 0 0 23 65 0 27 53 0 0 207 822 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 116 0 16 0 0 0 0 0 0 76 388 0 220 208 0 0 1024 Heavy Trucks 12 0 8 0 0 0 0 0 20 0 0 0 40 Pedestrians 0 4 0 0 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:45 AM -- 8:45 AM Peak 15-Min: 7:45 AM -- 8:00 AM 108 0 26 000 0 76 311 143 207 0 134 0 387 350 0 454 102 315 0.85 5.6 0.0 19.2 0.00.00.0 0.0 7.9 3.2 2.1 2.9 0.0 8.2 0.0 4.1 2.6 0.0 2.9 10.8 3.8 0 1 0 0 0 0 0 000 0 1 2 1 1 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Pleasant Grove Rd -- Hanshaw Rd QC JOB #:13777202 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Pleasant Grove Rd (Northbound) Pleasant Grove Rd (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 66 0 15 0 0 0 0 0 0 40 35 0 10 34 0 0 200 4:15 PM 82 0 22 0 0 0 0 0 0 35 44 0 7 37 0 0 227 4:30 PM 77 0 25 0 0 0 0 0 0 25 46 0 12 32 0 0 217 4:45 PM 77 0 24 0 0 0 0 0 0 39 52 0 7 47 0 0 246 890 5:00 PM 101 0 26 0 0 0 0 0 0 59 49 0 4 41 0 0 280 970 5:15 PM 72 0 23 0 0 0 0 0 0 40 64 0 9 46 0 0 254 997 5:30 PM 79 0 12 0 0 0 0 0 0 34 39 0 8 41 0 0 213 993 5:45 PM 61 0 22 0 0 0 0 0 0 41 48 0 8 27 0 0 207 954 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 404 0 104 0 0 0 0 0 0 236 196 0 16 164 0 0 1120 Heavy Trucks 0 0 0 0 0 0 0 4 0 4 0 0 8 Pedestrians 0 12 8 0 20 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:30 PM -- 5:30 PM Peak 15-Min: 5:00 PM -- 5:15 PM 327 0 98 000 0 163 211 32 166 0 425 0 374 198 0 243 261 493 0.89 0.9 0.0 5.1 0.00.00.0 0.0 2.5 1.4 15.6 1.8 0.0 1.9 0.0 1.9 4.0 0.0 3.3 3.4 1.2 1 15 4 0 0 0 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Triphammer Rd/Upland Rd -- Hanshaw Rd QC JOB #:13777203 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Triphammer Rd/Upland Rd (Northbound) Triphammer Rd/Upland Rd (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 1 3 0 43 8 8 0 6 2 0 0 2 2 17 0 92 7:15 AM 1 2 3 0 60 6 19 0 10 1 0 0 3 8 17 0 130 7:30 AM 0 0 5 0 86 9 18 0 4 6 1 0 6 12 35 0 182 7:45 AM 0 3 3 0 118 9 22 0 7 6 1 0 3 16 67 0 255 659 8:00 AM 0 2 0 0 96 11 25 0 11 10 2 0 5 20 53 0 235 802 8:15 AM 0 4 2 0 90 7 19 0 13 8 0 0 2 10 52 0 207 879 8:30 AM 0 6 7 0 82 12 16 0 9 5 2 0 6 11 67 0 223 920 8:45 AM 2 4 9 0 91 13 11 0 9 3 0 0 8 13 70 0 233 898 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 12 12 0 472 36 88 0 28 24 4 0 12 64 268 0 1020 Heavy Trucks 0 0 4 4 0 4 4 4 0 0 0 8 28 Pedestrians 0 0 4 4 8 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:45 AM -- 8:45 AM Peak 15-Min: 7:45 AM -- 8:00 AM 0 15 12 3863982 40 29 5 16 57 239 27 507 74 312 294 60 427 139 0.90 0.0 0.0 8.3 1.82.69.8 25.0 17.2 0.0 6.3 5.3 2.1 3.7 3.2 20.3 2.9 5.1 3.3 3.0 7.9 2 0 3 1 0 0 1 103 0 0 0 0 1 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Triphammer Rd/Upland Rd -- Hanshaw Rd QC JOB #:13777204 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Triphammer Rd/Upland Rd (Northbound) Triphammer Rd/Upland Rd (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 0 6 9 0 68 12 12 0 20 7 1 0 5 4 92 0 236 4:15 PM 1 7 0 0 81 9 12 0 26 7 2 0 5 7 119 0 276 4:30 PM 1 6 9 0 64 8 15 0 23 3 1 0 3 8 117 0 258 4:45 PM 0 6 5 0 79 5 21 0 22 11 1 0 5 7 122 0 284 1054 5:00 PM 2 6 13 0 82 11 18 0 18 6 1 0 4 10 142 0 313 1131 5:15 PM 5 7 8 0 90 8 11 0 29 7 0 0 3 1 115 0 284 1139 5:30 PM 2 9 8 0 64 12 15 0 23 6 0 0 2 9 123 0 273 1154 5:45 PM 1 5 7 0 76 8 12 0 26 7 1 0 1 6 93 0 243 1113 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 8 24 52 0 328 44 72 0 72 24 4 0 16 40 568 0 1252 Heavy Trucks 0 0 0 0 0 8 4 0 0 0 0 4 16 Pedestrians 8 8 4 0 20 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:45 PM -- 5:45 PM Peak 15-Min: 5:00 PM -- 5:15 PM 9 28 34 3153665 92 30 2 14 27 502 71 416 124 543 622 52 379 101 0.92 0.0 0.0 2.9 1.60.010.8 7.6 6.7 0.0 0.0 0.0 1.0 1.4 2.9 7.3 0.9 1.9 0.0 2.1 6.9 18 10 3 0 0 0 0 000 5 0 0 0 1 1 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:N Triphammer Rd -- Hanshaw Rd QC JOB #:13777205 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At N Triphammer Rd (Northbound) N Triphammer Rd (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 0 0 0 51 0 4 0 3 6 0 0 0 2 23 0 89 7:15 AM 0 0 0 0 79 0 5 0 3 5 0 0 0 1 28 0 121 7:30 AM 0 0 0 0 106 0 5 1 9 9 0 0 0 3 36 0 169 7:45 AM 0 0 0 0 130 0 11 0 16 17 0 0 0 8 65 0 247 626 8:00 AM 0 0 0 0 116 0 6 0 8 11 0 0 0 8 55 0 204 741 8:15 AM 0 0 0 0 108 0 12 0 5 8 0 0 0 6 65 0 204 824 8:30 AM 0 0 0 0 100 0 10 0 6 10 0 0 0 10 72 0 208 863 8:45 AM 0 0 0 0 98 0 9 0 6 15 0 0 0 12 66 0 206 822 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 0 0 0 520 0 44 0 64 68 0 0 0 32 260 0 988 Heavy Trucks 0 0 0 12 0 4 0 0 0 0 0 12 28 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:45 AM -- 8:45 AM Peak 15-Min: 7:45 AM -- 8:00 AM 0 0 0 454039 35 46 0 0 32 257 0 493 81 289 292 0 500 71 0.87 0.0 0.0 0.0 3.10.012.8 2.9 8.7 0.0 0.0 0.0 5.8 0.0 3.9 6.2 5.2 5.5 0.0 3.6 7.0 0 1 0 0 0 0 0 500 0 1 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:N Triphammer Rd -- Hanshaw Rd QC JOB #:13777206 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At N Triphammer Rd (Northbound) N Triphammer Rd (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 0 0 0 0 85 0 13 0 9 7 0 0 0 8 113 0 235 4:15 PM 0 0 0 0 93 0 13 0 5 10 0 0 0 14 144 0 279 4:30 PM 0 0 0 0 78 0 10 0 9 7 0 0 0 13 134 0 251 4:45 PM 0 0 0 0 95 0 9 0 12 10 0 0 0 8 145 0 279 1044 5:00 PM 0 0 0 0 103 0 19 0 8 11 0 0 0 14 159 0 314 1123 5:15 PM 0 0 0 0 98 0 12 0 13 11 0 0 0 12 142 0 288 1132 5:30 PM 0 0 0 0 81 0 16 0 11 13 0 0 0 15 139 0 275 1156 5:45 PM 0 0 0 0 89 0 14 0 12 8 0 0 0 9 115 0 247 1124 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 0 0 0 412 0 76 0 32 44 0 0 0 56 636 0 1256 Heavy Trucks 0 0 0 16 0 0 4 0 0 0 0 12 32 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:45 PM -- 5:45 PM Peak 15-Min: 5:00 PM -- 5:15 PM 0 0 0 377056 44 45 0 0 49 585 0 433 89 634 629 0 422 105 0.92 0.0 0.0 0.0 4.00.00.0 2.3 0.0 0.0 0.0 2.0 2.2 0.0 3.5 1.1 2.2 2.2 0.0 3.6 1.0 0 1 1 4 0 0 0 000 0 0 0 0 2 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent -- Hanshaw Rd QC JOB #:13777207 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent (Northbound) Corners Comm Ent (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 2 0 4 0 0 0 0 0 0 47 0 0 2 20 0 0 75 7:15 AM 3 0 2 0 0 0 0 0 0 60 2 0 5 26 0 0 98 7:30 AM 2 0 1 0 0 0 0 0 0 93 2 0 6 49 0 0 153 7:45 AM 5 0 4 0 0 0 0 0 0 124 3 0 6 83 0 0 225 551 8:00 AM 2 0 3 0 0 0 0 0 0 104 3 0 5 71 0 0 188 664 8:15 AM 5 0 0 0 0 0 0 0 0 90 6 0 5 65 0 0 171 737 8:30 AM 3 0 3 0 0 0 0 0 0 87 3 0 7 85 0 0 188 772 8:45 AM 3 0 3 0 0 0 0 0 0 94 10 0 3 89 0 0 202 749 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 20 0 16 0 0 0 0 0 0 496 12 0 24 332 0 0 900 Heavy Trucks 0 0 0 0 0 0 0 12 0 0 8 0 20 Pedestrians 4 0 0 0 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:45 AM -- 8:45 AM Peak 15-Min: 7:45 AM -- 8:00 AM 15 0 10 000 0 405 15 23 304 0 25 0 420 327 0 38 415 319 0.86 0.0 0.0 10.0 0.00.00.0 0.0 2.7 0.0 4.3 2.6 0.0 4.0 0.0 2.6 2.8 0.0 2.6 2.9 2.5 3 2 0 0 0 0 0 000 0 3 0 0 1 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent -- Hanshaw Rd QC JOB #:13777208 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent (Northbound) Corners Comm Ent (Southbound) Hanshaw Rd (Eastbound) Hanshaw Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 8 0 3 0 0 0 0 0 0 74 10 0 9 95 0 0 199 4:15 PM 17 0 7 0 0 0 0 0 0 77 8 0 7 118 0 0 234 4:30 PM 11 0 6 0 0 0 0 0 0 77 8 0 3 112 0 0 217 4:45 PM 10 0 9 0 0 0 0 0 0 90 7 0 6 127 0 0 249 899 5:00 PM 10 0 12 0 0 0 0 0 0 97 5 0 5 141 0 0 270 970 5:15 PM 9 0 6 0 0 0 0 0 0 102 5 0 11 107 0 0 240 976 5:30 PM 12 0 6 0 0 0 0 0 0 71 6 0 3 118 0 0 216 975 5:45 PM 10 0 6 0 0 0 0 0 0 83 6 0 5 91 0 0 201 927 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 40 0 48 0 0 0 0 0 0 388 20 0 20 564 0 0 1080 Heavy Trucks 4 0 0 0 0 0 0 4 0 0 0 0 8 Pedestrians 12 8 0 0 20 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:30 PM -- 5:30 PM Peak 15-Min: 5:00 PM -- 5:15 PM 40 0 33 000 0 366 25 25 487 0 73 0 391 512 0 50 399 527 0.90 2.5 0.0 0.0 0.00.00.0 0.0 1.9 0.0 0.0 1.4 0.0 1.4 0.0 1.8 1.4 0.0 0.0 1.8 1.5 16 4 0 2 0 0 0 000 0 0 0 0 1 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent N -- E Upland Rd QC JOB #:13777209 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent N (Northbound) Corners Comm Ent N (Southbound) E Upland Rd (Eastbound) E Upland Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 3 0 0 2 7 0 0 0 0 0 0 0 0 0 0 12 7:15 AM 0 5 0 0 0 8 0 0 0 0 0 0 1 0 0 0 14 7:30 AM 0 5 0 0 3 15 0 0 0 0 0 0 0 0 0 0 23 7:45 AM 0 6 1 0 2 11 0 0 0 0 0 0 0 0 0 0 20 69 8:00 AM 0 4 1 0 2 13 0 0 0 0 0 0 0 0 0 0 20 77 8:15 AM 0 3 0 0 2 9 0 0 0 0 0 0 0 0 1 0 15 78 8:30 AM 0 12 0 0 2 16 0 0 0 0 0 0 0 0 1 0 31 86 8:45 AM 0 13 2 0 3 17 0 0 0 0 0 0 1 0 1 0 37 103 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 52 8 0 12 68 0 0 0 0 0 0 4 0 4 0 148 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 4 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 8:00 AM -- 9:00 AM Peak 15-Min: 8:45 AM -- 9:00 AM 0 32 3 9550 0 0 0 1 0 3 35 64 0 4 35 56 12 0 0.70 0.0 0.0 0.0 0.03.60.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.1 0.0 0.0 0.0 3.6 0.0 0.0 0 0 0 8 0 0 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent N -- E Upland Rd QC JOB #:13777210 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent N (Northbound) Corners Comm Ent N (Southbound) E Upland Rd (Eastbound) E Upland Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 0 12 2 0 1 16 0 0 0 0 0 0 0 0 1 0 32 4:15 PM 0 7 2 0 3 13 0 0 0 0 0 0 0 0 2 0 27 4:30 PM 0 12 1 0 2 10 0 0 0 0 0 0 1 0 1 0 27 4:45 PM 0 11 1 0 2 8 0 0 0 0 0 0 1 0 1 0 24 110 5:00 PM 0 19 0 0 0 16 0 0 0 0 0 0 0 0 2 0 37 115 5:15 PM 0 13 2 0 1 9 0 0 0 0 0 0 0 0 2 0 27 115 5:30 PM 0 19 0 0 2 13 0 0 0 0 0 0 0 0 0 0 34 122 5:45 PM 0 11 6 0 2 8 0 0 0 0 0 0 1 0 1 0 29 127 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 76 0 0 0 64 0 0 0 0 0 0 0 0 8 0 148 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 8 8 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 5:00 PM -- 6:00 PM Peak 15-Min: 5:00 PM -- 5:15 PM 0 62 8 5460 0 0 0 1 0 5 70 51 0 6 67 47 13 0 0.86 0.0 0.0 0.0 0.00.00.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0 0 4 0 0 0 000 0 0 0 1 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent Mid -- E Upland Rd QC JOB #:13777211 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent Mid (Northbound) Corners Comm Ent Mid (Southbound) E Upland Rd (Eastbound) E Upland Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3 7:15 AM 0 5 1 0 2 5 0 0 0 0 0 0 0 0 0 0 13 7:30 AM 0 4 0 0 0 8 0 0 0 0 0 0 0 0 0 0 12 7:45 AM 0 7 0 0 0 3 0 0 0 0 0 0 0 0 0 0 10 38 8:00 AM 0 4 0 0 0 10 0 0 0 0 0 0 0 0 1 0 15 50 8:15 AM 0 3 0 0 1 6 0 0 0 0 0 0 0 0 0 0 10 47 8:30 AM 0 9 0 0 0 11 0 0 0 0 0 0 0 0 0 0 20 55 8:45 AM 0 12 0 0 0 15 0 0 0 0 0 0 0 0 1 0 28 73 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 48 0 0 0 60 0 0 0 0 0 0 0 0 4 0 112 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 4 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 8:00 AM -- 9:00 AM Peak 15-Min: 8:45 AM -- 9:00 AM 0 28 0 1420 0 0 0 0 0 2 28 43 0 2 30 42 1 0 0.65 0.0 0.0 0.0 0.04.80.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.7 0.0 0.0 0.0 4.8 0.0 0.0 2 3 0 3 0 0 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent Mid -- E Upland Rd QC JOB #:13777212 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent Mid (Northbound) Corners Comm Ent Mid (Southbound) E Upland Rd (Eastbound) E Upland Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 0 12 0 0 1 16 0 0 0 0 0 0 0 0 0 0 29 4:15 PM 0 7 0 0 0 13 0 0 0 0 0 0 0 0 0 0 20 4:30 PM 0 11 0 0 0 12 0 0 0 0 0 0 0 0 0 0 23 4:45 PM 0 12 0 0 0 9 0 0 0 0 0 0 0 0 0 0 21 93 5:00 PM 0 15 0 0 0 16 0 0 0 0 0 0 0 0 1 0 32 96 5:15 PM 0 10 0 0 0 8 0 0 0 0 0 0 0 0 2 0 20 96 5:30 PM 0 14 0 0 0 11 0 0 0 0 0 0 0 0 1 0 26 99 5:45 PM 0 11 0 0 0 9 0 0 0 0 0 0 0 0 1 0 21 99 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 60 0 0 0 64 0 0 0 0 0 0 0 0 4 0 128 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 8 8 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:45 PM -- 5:45 PM Peak 15-Min: 5:00 PM -- 5:15 PM 0 51 0 0440 0 0 0 0 0 4 51 44 0 4 55 44 0 0 0.77 0.0 0.0 0.0 0.00.00.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 0 0 4 0 0 0 010 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent S -- E Upland Rd QC JOB #:13777213 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent S (Northbound) Corners Comm Ent S (Southbound) E Upland Rd (Eastbound) E Upland Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 2 0 0 0 1 0 0 0 0 0 0 1 0 0 0 4 7:15 AM 0 6 1 0 2 3 0 0 0 0 0 0 2 0 0 0 14 7:30 AM 0 3 0 0 1 5 0 0 0 0 0 0 1 0 1 0 11 7:45 AM 0 8 0 0 3 3 0 0 0 0 0 0 0 0 0 0 14 43 8:00 AM 0 2 3 0 5 6 0 0 0 0 0 0 0 0 1 0 17 56 8:15 AM 0 2 1 0 0 6 0 0 0 0 0 0 0 0 1 0 10 52 8:30 AM 0 11 5 0 5 8 0 0 0 0 0 0 0 0 0 0 29 70 8:45 AM 0 10 5 0 2 15 0 0 0 0 0 0 2 0 2 0 36 92 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 40 20 0 8 60 0 0 0 0 0 0 8 0 8 0 144 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 4 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 8:00 AM -- 9:00 AM Peak 15-Min: 8:45 AM -- 9:00 AM 0 25 14 12350 0 0 0 2 0 4 39 47 0 6 29 37 26 0 0.64 0.0 0.0 0.0 0.05.70.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.3 0.0 0.0 0.0 5.4 0.0 0.0 0 8 0 3 0 0 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent S -- E Upland Rd QC JOB #:13777214 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent S (Northbound) Corners Comm Ent S (Southbound) E Upland Rd (Eastbound) E Upland Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 0 13 1 0 5 9 0 0 0 0 0 0 4 0 0 0 32 4:15 PM 0 6 2 0 1 11 0 0 0 0 0 0 1 0 0 0 21 4:30 PM 0 11 1 0 2 9 0 0 0 0 0 0 4 0 1 0 28 4:45 PM 0 10 4 0 2 6 0 0 0 0 0 0 4 0 1 0 27 108 5:00 PM 0 12 1 0 2 10 0 0 0 0 0 0 2 0 3 0 30 106 5:15 PM 0 6 1 0 2 7 0 0 0 0 0 0 3 0 1 0 20 105 5:30 PM 0 11 1 0 2 6 0 0 0 0 0 0 4 0 2 0 26 103 5:45 PM 0 11 1 0 1 9 0 0 0 0 0 0 3 0 0 0 25 101 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 52 4 0 20 36 0 0 0 0 0 0 16 0 0 0 128 Heavy Trucks 0 4 0 0 0 0 0 0 0 0 0 0 4 Pedestrians 0 0 0 8 8 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:00 PM -- 5:00 PM Peak 15-Min: 4:00 PM -- 4:15 PM 0 40 8 10350 0 0 0 13 0 2 48 45 0 15 42 48 18 0 0.84 0.0 2.5 0.0 0.00.00.0 0.0 0.0 0.0 0.0 0.0 0.0 2.1 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0 2 0 3 0 0 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent -- Pleasant Grove Rd QC JOB #:13777215 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent (Northbound) Corners Comm Ent (Southbound) Pleasant Grove Rd (Eastbound) Pleasant Grove Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 9 0 0 0 55 1 0 0 0 1 0 0 0 0 0 66 7:15 AM 0 11 0 0 0 60 0 0 0 0 0 0 0 0 0 0 71 7:30 AM 0 23 0 0 0 99 0 0 0 0 1 0 0 0 0 0 123 7:45 AM 2 34 0 0 0 153 0 0 0 0 0 0 0 0 0 0 189 449 8:00 AM 1 30 0 0 0 112 0 0 0 0 0 0 0 0 0 0 143 526 8:15 AM 4 33 0 0 0 91 3 0 0 0 1 0 0 0 0 0 132 587 8:30 AM 0 50 0 0 0 99 2 0 1 0 3 0 0 0 0 0 155 619 8:45 AM 5 42 0 0 0 91 2 0 0 0 1 0 0 0 0 0 141 571 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 8 136 0 0 0 612 0 0 0 0 0 0 0 0 0 0 756 Heavy Trucks 0 24 0 0 20 0 0 0 0 0 0 0 44 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:45 AM -- 8:45 AM Peak 15-Min: 7:45 AM -- 8:00 AM 7 147 0 04555 1 0 4 0 0 0 154 460 5 0 148 459 0 12 0.82 14.3 9.5 0.0 0.02.90.0 0.0 0.0 50.0 0.0 0.0 0.0 9.7 2.8 40.0 0.0 9.5 3.3 0.0 8.3 0 0 4 0 0 0 0 030 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Corners Comm Ent -- Pleasant Grove Rd QC JOB #:13777216 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Corners Comm Ent (Northbound) Corners Comm Ent (Southbound) Pleasant Grove Rd (Eastbound) Pleasant Grove Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 2 79 0 0 0 48 1 0 1 0 1 0 0 0 0 0 132 4:15 PM 4 103 0 0 0 50 1 0 2 0 0 0 0 0 0 0 160 4:30 PM 1 104 0 0 0 61 1 0 0 0 2 0 0 0 0 0 169 4:45 PM 3 104 0 0 0 61 0 0 1 0 0 0 0 0 0 0 169 630 5:00 PM 6 131 0 0 0 56 1 0 1 0 2 0 0 0 0 0 197 695 5:15 PM 1 96 0 0 0 75 0 0 0 0 3 0 0 0 0 0 175 710 5:30 PM 2 77 0 0 0 43 0 0 0 0 1 0 0 0 0 0 123 664 5:45 PM 0 84 0 0 0 57 0 0 0 0 0 0 0 0 0 0 141 636 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 24 524 0 0 0 224 4 0 4 0 8 0 0 0 0 0 788 Heavy Trucks 0 0 0 0 4 0 0 0 0 0 0 0 4 Pedestrians 0 0 12 0 12 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:30 PM -- 5:30 PM Peak 15-Min: 5:00 PM -- 5:15 PM 11 435 0 02532 2 0 7 0 0 0 446 255 9 0 437 260 0 13 0.90 0.0 1.8 0.0 0.03.20.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 3.1 0.0 0.0 1.8 3.1 0.0 0.0 0 1 15 0 0 1 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Carriage House Ent -- Pleasant Grove Rd QC JOB #:13777217 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Carriage House Ent (Northbound) Carriage House Ent (Southbound) Pleasant Grove Rd (Eastbound) Pleasant Grove Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 8 0 0 0 56 0 0 0 0 2 0 0 0 0 0 66 7:15 AM 0 11 0 0 0 58 0 0 0 0 1 0 0 0 0 0 70 7:30 AM 1 24 0 0 0 99 0 0 1 0 2 0 0 0 0 0 127 7:45 AM 0 33 0 0 0 152 0 0 2 0 1 0 0 0 0 0 188 451 8:00 AM 3 26 0 0 0 109 0 0 3 0 0 0 0 0 0 0 141 526 8:15 AM 1 35 0 0 0 90 1 0 2 0 3 0 0 0 0 0 132 588 8:30 AM 1 47 0 0 0 103 0 0 3 0 0 0 0 0 0 0 154 615 8:45 AM 1 48 0 0 0 93 0 0 1 0 3 0 0 0 0 0 146 573 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 132 0 0 0 608 0 0 8 0 4 0 0 0 0 0 752 Heavy Trucks 0 20 0 0 12 0 0 0 0 0 0 0 32 Pedestrians 0 0 8 0 8 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:45 AM -- 8:45 AM Peak 15-Min: 7:45 AM -- 8:00 AM 5 141 0 04541 10 0 4 0 0 0 146 455 14 0 151 458 0 6 0.82 0.0 7.1 0.0 0.02.20.0 40.0 0.0 0.0 0.0 0.0 0.0 6.8 2.2 28.6 0.0 9.3 2.2 0.0 0.0 0 2 11 0 0 0 0 030 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Carriage House Ent -- Pleasant Grove Rd QC JOB #:13777218 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Carriage House Ent (Northbound) Carriage House Ent (Southbound) Pleasant Grove Rd (Eastbound) Pleasant Grove Rd (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 2 83 0 0 0 47 1 0 0 0 1 0 0 0 0 0 134 4:15 PM 1 105 0 0 0 50 0 0 1 0 3 0 0 0 0 0 160 4:30 PM 1 104 0 0 0 63 0 0 0 0 0 0 0 0 0 0 168 4:45 PM 0 117 0 0 0 59 0 0 0 0 1 0 0 0 0 0 177 639 5:00 PM 6 133 0 0 0 57 1 0 0 0 6 0 0 0 0 0 203 708 5:15 PM 4 89 0 0 0 75 0 0 0 0 2 0 0 0 0 0 170 718 5:30 PM 4 97 0 0 0 54 1 0 1 0 1 0 0 0 0 0 158 708 5:45 PM 1 82 0 0 0 57 0 0 1 0 0 0 0 0 0 0 141 672 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 24 532 0 0 0 228 4 0 0 0 24 0 0 0 0 0 812 Heavy Trucks 0 0 0 0 4 0 0 0 0 0 0 0 4 Pedestrians 0 0 12 0 12 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:30 PM -- 5:30 PM Peak 15-Min: 5:00 PM -- 5:15 PM 11 443 0 02541 0 0 9 0 0 0 454 255 9 0 443 263 0 12 0.88 0.0 1.1 0.0 0.03.10.0 0.0 0.0 0.0 0.0 0.0 0.0 1.1 3.1 0.0 0.0 1.1 3.0 0.0 0.0 1 1 17 0 0 1 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Carriage House -- Corners Comm QC JOB #:13777219 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Carriage House (Northbound) Carriage House (Southbound) Corners Comm (Eastbound) Corners Comm (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3 7:45 AM 0 4 0 0 0 1 0 0 0 0 0 0 0 0 0 0 5 10 8:00 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 12 8:15 AM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3 13 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 8:45 AM 0 4 0 0 0 3 0 0 0 0 0 0 0 0 0 0 7 12 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 16 0 0 0 4 0 0 0 0 0 0 0 0 0 0 20 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 7:30 AM -- 8:30 AM Peak 15-Min: 7:45 AM -- 8:00 AM 0 9 0 040 0 0 0 0 0 0 9 4 0 0 9 4 0 0 0.65 0.0 0.0 0.0 0.00.00.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0 1 0 0 1 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume Report generated on 4/21/2016 10:51 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 LOCATION:Carriage House -- Corners Comm QC JOB #:13777220 CITY/STATE:Ithaca, NY DATE:Thu, Apr 14 2016 15-Min Count Period Beginning At Carriage House (Northbound) Carriage House (Southbound) Corners Comm (Eastbound) Corners Comm (Westbound) Total Hourly Totals Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U 4:00 PM 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 0 5 4:15 PM 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 0 5 4:30 PM 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 4 4:45 PM 0 3 0 0 0 2 0 0 0 0 0 0 0 0 0 0 5 19 5:00 PM 0 5 0 0 0 4 0 0 0 0 0 0 0 0 0 0 9 23 5:15 PM 0 2 0 0 0 6 0 0 0 0 0 0 0 0 0 0 8 26 5:30 PM 0 5 0 0 0 3 0 0 0 0 0 0 0 0 0 0 8 30 5:45 PM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3 28 Peak 15-Min Northbound Southbound Eastbound Westbound TotalFlowratesLeftThruRightULeftThruRightULeftThruRightULeftThruRightU All Vehicles 0 20 0 0 0 16 0 0 0 0 0 0 0 0 0 0 36 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Railroad Stopped Buses Comments: Peak-Hour: 4:45 PM -- 5:45 PM Peak 15-Min: 5:00 PM -- 5:15 PM 0 15 0 0150 0 0 0 0 0 0 15 15 0 0 15 15 0 0 0.83 0.0 0.0 0.0 0.00.00.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0 0 0 0 0 0 000 0 0 0 0 0 0 NA NA NA NA NA NA NA NA A2 Miscellaneous Traffic Data and Calculations STATION:368402 New York State Department of TransportationTraffic Count Hourly ReportPage 1 of 2ROAD #:0160ROAD NAME:HANSHAW ROAD FROM:N TRIPHAMMER R TO:E VILLAGE BNDR COUNTY:TompkinsDIRECTION: Eastbound FACTOR GROUP: 30 REC. SERIAL #: 5144 FUNC. CLASS: 16 VILLAGE:CAYUGA HEIGHTSTATE DIR CODE: 1 WK OF YR: 35 PLACEMENT: 150 Ft W of Pleasant Grove NHS: no LION#:DATE OF COUNT: 08/23/2010 @ REF MARKER: JURIS: Village BIN:NOTES LANE 1: 000000368402 ADDL DATA: CC Stn: RR CROSSING:COUNT TYPE: AXLE PAIRS BATCH ID: DOT-R03R3WW35a HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: WJ PROCESSED BY: ORG CODE: R03 INITIALS: JAB12TO11TO22TO33TO44TO55TO66TO77TO88TO99TO1010TO1111TO1212TO11TO22TO33TO44TO55TO66TO77TO88TO99TO1010TO1111TO12DAILY DAILYDAILY HIGH HIGHAMPMDATEDAYTOTALCOUNTHOUR1S2M3T4W5T6F7S8S9M10 T11 W12 T13 F14 S15 S16 M17 T18 W19 T20 F21 S22 S23 M24 T25 W26 T27 F28 S29 S30 M31 T395 389 519 516 406 295 258 155 73 4428 17 8 9 19 49 132 357 413 314 307 374 509 405 389 459 535 537 362 301 201 159 77 416002 537 1731 13 7 7 17 53 129 385 463 374 317 332 468 479 406 529 608 630 460 377 286 186 96 696722 630 1714 15 11 8 21 60 152 358 474 386 325 468 487 506 403 494 527 617 383 317 266 144 74 376547 617 1724 14 3 6 12 61 127 366 484 387 358 443 529 555 470AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT24 15 7 8 17 55 133 359 450 358 321 397 479 455 391 460 537 565 396 316 248 158 79 47 6275DAYSCounted5HOURSCounted97WEEKDAYSCounted5WEEKDAYHours94AVERAGE WEEKDAYHigh Hour565% of day9%Axle Adj.Factor0.982Seasonal/WeekdayAdjustment Factor1.099ESTIMATED (one way)AADT5710ROAD #: 0160ROAD NAME: HANSHAW ROAD FROM:N TRIPHAMMER R TO:E VILLAGE BNDR COUNTY:TompkinsSTATION:368402STATE DIR CODE:1PLACEMENT: 150 Ft W of Pleasant Grove DATE OF COUNT: 08/23/2010 STATION:368402 New York State Department of TransportationTraffic Count Hourly ReportPage 2 of 2ROAD #:0160ROAD NAME:HANSHAW ROAD FROM:N TRIPHAMMER R TO:E VILLAGE BNDR COUNTY:TompkinsDIRECTION: Westbound FACTOR GROUP: 30 REC. SERIAL #: 5144 FUNC. CLASS: 16 VILLAGE:CAYUGA HEIGHTSTATE DIR CODE: 2 WK OF YR: 35 PLACEMENT: 150 Ft W of Pleasant Grove NHS: no LION#:DATE OF COUNT: 08/23/2010 @ REF MARKER: JURIS: Village BIN:NOTES LANE 1: 000000368402 ADDL DATA: CC Stn: RR CROSSING:COUNT TYPE: AXLE PAIRS BATCH ID: DOT-R03R3WW35a HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: WJ PROCESSED BY: ORG CODE: R03 INITIALS: JAB12TO11TO22TO33TO44TO55TO66TO77TO88TO99TO1010TO1111TO1212TO11TO22TO33TO44TO55TO66TO77TO88TO99TO1010TO1111TO12DAILY DAILYDAILY HIGH HIGHAMPMDATEDAYTOTALCOUNTHOUR1S2M3T4W5T6F7S8S9M10 T11 W12 T13 F14 S15 S16 M17 T18 W19 T20 F21 S22 S23 M24 T25 W26 T27 F28 S29 S30 M31 T274 323 342 371 271 188 135 102 67 3621 10 11 7 11 19 62 154 275 247 246 303 267 257 288 300 344 386 273 177 156 86 80 414021 386 1724463823631352252072232682402172042082192702141481497939113187 270 1716933633671442302041591431811762061723122092281511029553302932 312 1615 10 12 3 9 24 77 155 229 190 187 248 220 204 198AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT19884825661442362082002362252132392462993032421631348859293402DAYSCounted5HOURSCounted97WEEKDAYSCounted5WEEKDAYHours94AVERAGE WEEKDAYHigh Hour303% of day9%Axle Adj.Factor0.982Seasonal/WeekdayAdjustment Factor1.099ESTIMATED (one way)AADT3096ROAD #: 0160ROAD NAME: HANSHAW ROAD FROM:N TRIPHAMMER R TO:E VILLAGE BNDR COUNTY:TompkinsSTATION:368402STATE DIR CODE:2PLACEMENT: 150 Ft W of Pleasant Grove DATE OF COUNT: 08/23/2010 Roadway Traffic Count Hourly ReportSTATION:362029 ROUTE/ROAD: N TRIPHAMMER RD 30FACTOR GROUP: SPEED LIMIT: 138648DOT ID: FROM:HANSHAW ROAD REF. MARKER: END MILEPOST: LANES BY DIR: TO:VILLAGE N BOUN 16 - U Minor ArterialFUNC. CLASS: 3-TOMPKINSREGION-COUNTY: Cayuga Heights-Village-1085MUNI: CC STN: BIN: RR CROSSING: HPMS SAMPLE: DATE DAILY TOTAL HIGH COUNT HIGH HOUR00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21 21-22 22-23 23-24 BEGIN DATE:9/15/2014 ADDL DATA:CLS SPD VehicleCOUNT TYPE: NOTES 1:400 FT S OF WINTHROP DRPLACEMENT: 6ST DIR CODE: 1 WAY CODE: NOTES 2: FED DIR CODE: TST-BMSTAKEN BY:DOT-SJWPROCESSED BY:DOT-SJWR3WW38BATCH ID: 04-City or villageJURISDICTION: .57 1, 5 37WEEK OF YEAR: New York State Department of Transportation 1 North 1 South 9/15, Mon 740 727 711 790 935 1047 784 497 342 276 136 68 7053 9/16, Tue 40 28 19 28 48 90 253 623 889 740 621 686 746 753 720 768 996 1046 797 535 354 321 175 94 11370 1046 17-18 9/17, Wed 57 28 20 19 40 87 241 686 908 704 670 689 817 813 724 868 1051 1093 785 561 376 287 195 86 11805 1093 17-18 9/18, Thu 39 20 23 27 42 80 256 666 911 630 619 3313 AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6 AM to Fri Noon) 45 25 21 25 43 86 250 658 903 691 637 688 768 764 718 809 994 1062 789 531 357 295 169 83 11410 AWDT DAYS Counted WEEKDAY Hours WEEKDAYS Counted HOURS Counted Created on: Page 1 of 3DV2011/04/2014 14:25 ESTIMATED AADT 3 71 1062 9.3 565 11.2 644 10.1371 10743 4762 5981 FACTOR Month Seasonal Sun Mon Tue Wed Thu Fri Sat Axl 9 ROUTE/ROAD: N TRIPHAMMER RD FROM:HANSHAW ROAD TO:VILLAGE N BOUN 3-TOMPKINSREGION-COUNTY:362029STATION:400 FT S OF WINTHROP DRPLACEMENT: 1.06 1.00 1.00 1.00 1.00 1.00 AVERAGE WEEKDAY High Hour Roadway % of day % of dayHigh Hour North % of dayHigh Hour South SouthNorthRoadway NB Traffic Count Hourly ReportSTATION:362029 ROUTE/ROAD: N TRIPHAMMER RD 30FACTOR GROUP: SPEED LIMIT: 138648DOT ID: FROM:HANSHAW ROAD REF. MARKER: END MILEPOST: LANES BY DIR: TO:VILLAGE N BOUN 16 - U Minor ArterialFUNC. CLASS: 3-TOMPKINSREGION-COUNTY: Cayuga Heights-Village-1085MUNI: CC STN: BIN: RR CROSSING: HPMS SAMPLE: DATE DAILY TOTAL HIGH COUNT HIGH HOUR00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21 21-22 22-23 23-24 BEGIN DATE:9/15/2014 ADDL DATA:CLS SPD VehicleCOUNT TYPE: NOTES 1:400 FT S OF WINTHROP DRPLACEMENT: 6ST DIR CODE: 1 WAY CODE: NOTES 2: FED DIR CODE: TST-BMSTAKEN BY:DOT-SJWPROCESSED BY:DOT-SJWR3WW38BATCH ID: 04-City or villageJURISDICTION: .57 1 37WEEK OF YEAR: New York State Department of Transportation 1 North 9/15, Mon 336 331 366 430 536 546 377 229 144 128 68 43 3534 9/16, Tue 23 19 14 11 12 18 67 160 256 252 262 321 334 341 344 402 560 559 400 223 155 165 89 53 5040 560 16-17 9/17, Wed 31 19 13 2 7 15 79 173 249 245 286 276 373 388 356 451 598 556 381 266 174 128 113 50 5229 598 16-17 9/18, Thu 26 12 18 6 10 19 73 167 272 219 249 1071 AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6 AM to Fri Noon) 27 17 15 6 10 17 73 167 259 239 266 299 348 353 355 428 565 554 386 239 158 140 90 49 5058 AWDT DAYS Counted WEEKDAY Hours WEEKDAYS Counted HOURS Counted Created on: Page 2 of 3DV2011/04/2014 14:25 ESTIMATED AADT 3 71 1062 9.3 565 11.2 644 10.1371 10743 4762 5981 FACTOR Month Seasonal Sun Mon Tue Wed Thu Fri Sat Axl 9 ROUTE/ROAD: N TRIPHAMMER RD FROM:HANSHAW ROAD TO:VILLAGE N BOUN 3-TOMPKINSREGION-COUNTY:362029STATION:400 FT S OF WINTHROP DRPLACEMENT: 1.06 1.00 1.00 1.00 1.00 1.00 AVERAGE WEEKDAY High Hour Roadway % of day % of dayHigh Hour North % of dayHigh Hour South SouthNorthRoadway SB Traffic Count Hourly ReportSTATION:362029 ROUTE/ROAD: N TRIPHAMMER RD 30FACTOR GROUP: SPEED LIMIT: 138648DOT ID: FROM:HANSHAW ROAD REF. MARKER: END MILEPOST: LANES BY DIR: TO:VILLAGE N BOUN 16 - U Minor ArterialFUNC. CLASS: 3-TOMPKINSREGION-COUNTY: Cayuga Heights-Village-1085MUNI: CC STN: BIN: RR CROSSING: HPMS SAMPLE: DATE DAILY TOTAL HIGH COUNT HIGH HOUR00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19 19-20 20-21 21-22 22-23 23-24 BEGIN DATE:9/15/2014 ADDL DATA:CLS SPD VehicleCOUNT TYPE: NOTES 1:400 FT S OF WINTHROP DRPLACEMENT: 6ST DIR CODE: 1 WAY CODE: NOTES 2: FED DIR CODE: TST-BMSTAKEN BY:DOT-SJWPROCESSED BY:DOT-SJWR3WW38BATCH ID: 04-City or villageJURISDICTION: .57 5 37WEEK OF YEAR: New York State Department of Transportation 1 South 9/15, Mon 404 396 345 360 399 501 407 268 198 148 68 25 3519 9/16, Tue 17 9 5 17 36 72 186 463 633 488 359 365 412 412 376 366 436 487 397 312 199 156 86 41 6330 633 08-09 9/17, Wed 26 9 7 17 33 72 162 513 659 459 384 413 444 425 368 417 453 537 404 295 202 159 82 36 6576 659 08-09 9/18, Thu 13 8 5 21 32 61 183 499 639 411 370 2242 AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6 AM to Fri Noon) 19 9 6 18 34 68 177 492 644 453 371 389 420 411 363 381 429 508 403 292 200 154 79 34 6352 AWDT DAYS Counted WEEKDAY Hours WEEKDAYS Counted HOURS Counted Created on: Page 3 of 3DV2011/04/2014 14:25 ESTIMATED AADT 3 71 1062 9.3 565 11.2 644 10.1371 10743 4762 5981 FACTOR Month Seasonal Sun Mon Tue Wed Thu Fri Sat Axl 9 ROUTE/ROAD: N TRIPHAMMER RD FROM:HANSHAW ROAD TO:VILLAGE N BOUN 3-TOMPKINSREGION-COUNTY:362029STATION:400 FT S OF WINTHROP DRPLACEMENT: 1.06 1.00 1.00 1.00 1.00 1.00 AVERAGE WEEKDAY High Hour Roadway % of day % of dayHigh Hour North % of dayHigh Hour South SouthNorthRoadway ksf = thousand square feet ksf = thousand square feet ksf = thousand square feet A3 Level of Service: Criteria and Definitions Level of Service Criteria Highway Capacity Manual 2010 SIGNALIZED INTERSECTIONS Level of Service is a qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. Level of Service for signalized intersections is defined in terms of delay specifically, average total delay per vehicle for a 15 minute analysis period. The ranges are as follows: Level Control Delay of per vehicle Service (seconds) A < 10 B 10 – 20 C 20 – 35 D 35 – 55 E 55 – 80 F >80 UNSIGNALIZED INTERSECTIONS Level of Service for unsignalized intersections is also defined in terms of delay. However, the delay criteria are different from a signalized intersection. The primary reason for this is driver expectation that a signalized intersection is designed to carry higher volumes than an unsignalized intersection. The total delay threshold for any given Level of Service is less for an unsignalized intersection than for a signalized intersection. The ranges are as follows: Level Control Delay of per vehicle Service (seconds) A < 10 B 10 – 15 C 15 – 25 D 25 – 35 E 35 - 50 F >50 A4 Level of Service Calculations: Existing Conditions Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 1IntersectionInt Delay, s/veh 11.3 Movement EBL EBT WBT WBR SBL SBRTraffic Vol, veh/h 35 46 32 257 454 39Future Vol, veh/h 35 46 32 257 454 39Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 180Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 61 61 88 88 87 87Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 57 75 36 292 522 45 Major/Minor Major2 Minor2Conflicting Flow All - 0 182 182 Stage 1 - - 182 - Stage 2 - - 0 -Critical Hdwy - - 7.12 6.22Critical Hdwy Stg 1 - - 6.12 -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - - 3.518 3.318Pot Cap-1 Maneuver - - 779 861 Stage 1 - - 820 - Stage 2 - - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - 779 861Mov Cap-2 Maneuver - - 779 - Stage 1 - - 820 - Stage 2 - - - - Approach WB SBHCM Control Delay, s 0 17.8HCM LOS C Minor Lane/Major Mvmt WBT WBRSBLn1SBLn2Capacity (veh/h) - - 779 861HCM Lane V/C Ratio - - 0.67 0.052HCM Control Delay (s) - - 18.5 9.4HCM Lane LOS - - C AHCM 95th %tile Q(veh) - - 5.2 0.2Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 2IntersectionInt Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 1 3 32 3 9 55Future Vol, veh/h 1 3 32 3 9 55Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 58 58 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 2 6 55 5 11 69 Major/Minor Minor1 Major1 Major2Conflicting Flow All 149 58 0 0 60 0 Stage 1 58 - - - - - Stage 2 91 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 843 1008 - - 1544 - Stage 1 965 - - - - - Stage 2 933 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 837 1008 - - 1544 -Mov Cap-2 Maneuver 837 - - - - - Stage 1 965 - - - - - Stage 2 926 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 1HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 959 1544 -HCM Lane V/C Ratio - - 0.008 0.007 -HCM Control Delay (s) - - 8.8 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 - Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 3IntersectionInt Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 0 2 28 0 1 42Future Vol, veh/h 0 2 28 0 1 42Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 58 58 72 72Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 4 48 0 1 58 Major/Minor Minor1 Major1 Major2Conflicting Flow All 109 48 0 0 48 0 Stage 1 48 - - - - - Stage 2 61 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 888 1021 - - 1559 - Stage 1 974 - - - - - Stage 2 962 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 887 1021 - - 1559 -Mov Cap-2 Maneuver 887 - - - - - Stage 1 974 - - - - - Stage 2 961 - - - - - Approach WB NB SBHCM Control Delay, s 8.5 0 0.2HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 1021 1559 -HCM Lane V/C Ratio - - 0.004 0.001 -HCM Control Delay (s) - - 8.5 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 -Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 4IntersectionInt Delay, s/veh 1.8 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 2 4 25 14 12 35Future Vol, veh/h 2 4 25 14 12 35Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 38 38 61 61 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 5 11 41 23 17 51 Major/Minor Minor1 Major1 Major2Conflicting Flow All 138 52 0 0 64 0 Stage 1 52 - - - - - Stage 2 86 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 855 1016 - - 1538 - Stage 1 970 - - - - - Stage 2 937 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 846 1016 - - 1538 -Mov Cap-2 Maneuver 846 - - - - - Stage 1 970 - - - - - Stage 2 927 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 1.9HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 952 1538 -HCM Lane V/C Ratio - - 0.017 0.011 -HCM Control Delay (s) - - 8.8 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0.1 0 - Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 5IntersectionInt Delay, s/veh 0.9 Movement EBT EBR WBL WBT NEL NERTraffic Vol, veh/h 405 15 23 304 15 10Future Vol, veh/h 405 15 23 304 15 10Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 83 83 89 89 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 488 18 26 342 22 14 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 506 0 890 497 Stage 1 - - - - 497 - Stage 2 - - - - 393 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1059 - 313 573 Stage 1 - - - - 611 - Stage 2 - - - - 682 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1059 - 304 573Mov Cap-2 Maneuver - - - - 304 - Stage 1 - - - - 611 - Stage 2 - - - - 662 - Approach EB WB NEHCM Control Delay, s 0 0.6 15.7HCM LOS C Minor Lane/Major Mvmt NELn1 EBT EBR WBL WBTCapacity (veh/h) 374 - - 1059 -HCM Lane V/C Ratio 0.097 - - 0.024 -HCM Control Delay (s) 15.7 - - 8.5 0HCM Lane LOS C - - A AHCM 95th %tile Q(veh) 0.3 - - 0.1 -Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 6IntersectionInt Delay, s/veh 6.2 Movement EBT EBR WBL WBT NBL NBRTraffic Vol, veh/h 76 311 143 207 108 26Future Vol, veh/h 76 311 143 207 108 26Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 0Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 83 83 82 82 78 78Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 92 375 174 252 138 33 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 466 0 880 279 Stage 1 - - - - 279 - Stage 2 - - - - 601 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1095 - 318 760 Stage 1 - - - - 768 - Stage 2 - - - - 547 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1095 - 259 760Mov Cap-2 Maneuver - - - - 259 - Stage 1 - - - - 768 - Stage 2 - - - - 446 - Approach EB WB NBHCM Control Delay, s 0 3.6 29.2HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBTCapacity (veh/h) 259 760 - - 1095 -HCM Lane V/C Ratio 0.535 0.044 - - 0.159 -HCM Control Delay (s) 33.8 10 - - 8.9 0HCM Lane LOS D B - - A AHCM 95th %tile Q(veh) 2.9 0.1 - - 0.6 - Existing AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 7IntersectionInt Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBRTraffic Vol, veh/h 1 4 7 147 455 5Future Vol, veh/h 1 4 7 147 455 5Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 31 31 77 77 75 75Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 3 13 9 191 607 7 Major/Minor Minor2 Major1 Major2Conflicting Flow All 819 610 613 0 - 0 Stage 1 610 - - - - - Stage 2 209 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 345 494 966 - - - Stage 1 542 - - - - - Stage 2 826 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 342 494 966 - - -Mov Cap-2 Maneuver 342 - - - - - Stage 1 542 - - - - - Stage 2 818 - - - - - Approach EB NB SBHCM Control Delay, s 13.2 0.4 0HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBRCapacity (veh/h) 966 - 454 - -HCM Lane V/C Ratio 0.009 - 0.036 - -HCM Control Delay (s) 8.8 0 13.2 - -HCM Lane LOS A A B - -HCM 95th %tile Q(veh) 0 - 0.1 - - Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 1IntersectionInt Delay, s/veh 9.8 Movement EBL EBT WBT WBR SBL SBRTraffic Vol, veh/h 44 45 49 585 377 56Future Vol, veh/h 44 45 49 585 377 56Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 180Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 93 93 92 92 89 89Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 47 48 53 636 424 63 Major/Minor Major2 Minor2Conflicting Flow All - 0 371 371 Stage 1 - - 371 - Stage 2 - - 0 -Critical Hdwy - - 7.12 6.22Critical Hdwy Stg 1 - - 6.12 -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - - 3.518 3.318Pot Cap-1 Maneuver - - 586 675 Stage 1 - - 649 - Stage 2 - - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - 586 675Mov Cap-2 Maneuver - - 586 - Stage 1 - - 649 - Stage 2 - - - - Approach WB SBHCM Control Delay, s 0 23.6HCM LOS C Minor Lane/Major Mvmt WBT WBRSBLn1SBLn2Capacity (veh/h) - - 586 675HCM Lane V/C Ratio - - 0.723 0.093HCM Control Delay (s) - - 25.5 10.9HCM Lane LOS - - D BHCM 95th %tile Q(veh) - - 6 0.3Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 2IntersectionInt Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 1 5 62 8 5 46Future Vol, veh/h 1 5 62 8 5 46Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 75 75 92 92 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 1 7 67 9 6 58 Major/Minor Minor1 Major1 Major2Conflicting Flow All 142 72 0 0 76 0 Stage 1 72 - - - - - Stage 2 70 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 851 990 - - 1523 - Stage 1 951 - - - - - Stage 2 953 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 848 990 - - 1523 -Mov Cap-2 Maneuver 848 - - - - - Stage 1 951 - - - - - Stage 2 949 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 0.7HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 963 1523 -HCM Lane V/C Ratio - - 0.008 0.004 -HCM Control Delay (s) - - 8.8 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 - Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 3IntersectionInt Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 0 4 51 0 0 44Future Vol, veh/h 0 4 51 0 0 44Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 85 85 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 8 60 0 0 64 Major/Minor Minor1 Major1 Major2Conflicting Flow All 124 60 0 0 60 0 Stage 1 60 - - - - - Stage 2 64 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 871 1005 - - 1544 - Stage 1 963 - - - - - Stage 2 959 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 871 1005 - - 1544 -Mov Cap-2 Maneuver 871 - - - - - Stage 1 963 - - - - - Stage 2 959 - - - - - Approach WB NB SBHCM Control Delay, s 8.6 0 0HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 1005 1544 -HCM Lane V/C Ratio - - 0.008 - -HCM Control Delay (s) - - 8.6 0 -HCM Lane LOS - - A A -HCM 95th %tile Q(veh) - - 0 0 -Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 4IntersectionInt Delay, s/veh 2.1 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 13 2 40 8 10 35Future Vol, veh/h 13 2 40 8 10 35Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 75 75 86 86 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 17 3 47 9 13 44 Major/Minor Minor1 Major1 Major2Conflicting Flow All 120 51 0 0 56 0 Stage 1 51 - - - - - Stage 2 69 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 876 1017 - - 1549 - Stage 1 971 - - - - - Stage 2 954 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 868 1017 - - 1549 -Mov Cap-2 Maneuver 868 - - - - - Stage 1 971 - - - - - Stage 2 945 - - - - - Approach WB NB SBHCM Control Delay, s 9.2 0 1.6HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 885 1549 -HCM Lane V/C Ratio - - 0.023 0.008 -HCM Control Delay (s) - - 9.2 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0.1 0 - Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 5IntersectionInt Delay, s/veh 1.7 Movement EBT EBR WBL WBT NEL NERTraffic Vol, veh/h 366 25 25 487 40 33Future Vol, veh/h 366 25 25 487 40 33Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 91 91 88 88 83 83Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 402 27 28 553 48 40 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 430 0 1026 416 Stage 1 - - - - 416 - Stage 2 - - - - 610 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1129 - 260 637 Stage 1 - - - - 666 - Stage 2 - - - - 542 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1129 - 251 637Mov Cap-2 Maneuver - - - - 251 - Stage 1 - - - - 666 - Stage 2 - - - - 522 - Approach EB WB NEHCM Control Delay, s 0 0.4 18.9HCM LOS C Minor Lane/Major Mvmt NELn1 EBT EBR WBL WBTCapacity (veh/h) 346 - - 1129 -HCM Lane V/C Ratio 0.254 - - 0.025 -HCM Control Delay (s) 18.9 - - 8.3 0HCM Lane LOS C - - A AHCM 95th %tile Q(veh) 1 - - 0.1 -Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 6IntersectionInt Delay, s/veh 14.9 Movement EBT EBR WBL WBT NBL NBRTraffic Vol, veh/h 163 211 32 166 327 98Future Vol, veh/h 163 211 32 166 327 98Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 0Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 87 87 90 90 84 84Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 187 243 36 184 389 117 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 430 0 565 309 Stage 1 - - - - 309 - Stage 2 - - - - 256 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1129 - 486 731 Stage 1 - - - - 745 - Stage 2 - - - - 787 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1129 - 469 731Mov Cap-2 Maneuver - - - - 469 - Stage 1 - - - - 745 - Stage 2 - - - - 759 - Approach EB WB NBHCM Control Delay, s 0 1.3 33.4HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBTCapacity (veh/h) 469 731 - - 1129 -HCM Lane V/C Ratio 0.83 0.16 - - 0.031 -HCM Control Delay (s) 40.2 10.9 - - 8.3 0HCM Lane LOS E B - - A AHCM 95th %tile Q(veh) 8.1 0.6 - - 0.1 - Existing PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 7IntersectionInt Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBRTraffic Vol, veh/h 2 7 11 435 253 2Future Vol, veh/h 2 7 11 435 253 2Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 75 75 81 81 85 85Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 3 9 14 537 298 2 Major/Minor Minor2 Major1 Major2Conflicting Flow All 863 299 300 0 - 0 Stage 1 299 - - - - - Stage 2 564 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 325 741 1261 - - - Stage 1 752 - - - - - Stage 2 569 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 320 741 1261 - - -Mov Cap-2 Maneuver 320 - - - - - Stage 1 752 - - - - - Stage 2 560 - - - - - Approach EB NB SBHCM Control Delay, s 11.4 0.2 0HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBRCapacity (veh/h) 1261 - 573 - -HCM Lane V/C Ratio 0.011 - 0.021 - -HCM Control Delay (s) 7.9 0 11.4 - -HCM Lane LOS A A B - -HCM 95th %tile Q(veh) 0 - 0.1 - - A5 Level of Service Calculations: Background Conditions 2017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 1IntersectionInt Delay, s/veh 11.3 Movement EBL EBT WBT WBR SBL SBRTraffic Vol, veh/h 35 46 32 258 455 39Future Vol, veh/h 35 46 32 258 455 39Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 180Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 61 61 88 88 87 87Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 57 75 36 293 523 45 Major/Minor Major2 Minor2Conflicting Flow All - 0 183 183 Stage 1 - - 183 - Stage 2 - - 0 -Critical Hdwy - - 7.12 6.22Critical Hdwy Stg 1 - - 6.12 -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - - 3.518 3.318Pot Cap-1 Maneuver - - 778 859 Stage 1 - - 819 - Stage 2 - - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - 778 859Mov Cap-2 Maneuver - - 778 - Stage 1 - - 819 - Stage 2 - - - - Approach WB SBHCM Control Delay, s 0 17.9HCM LOS C Minor Lane/Major Mvmt WBT WBRSBLn1SBLn2Capacity (veh/h) - - 778 859HCM Lane V/C Ratio - - 0.672 0.052HCM Control Delay (s) - - 18.6 9.4HCM Lane LOS - - C AHCM 95th %tile Q(veh) - - 5.3 0.22017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 2IntersectionInt Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 1 3 32 3 9 55Future Vol, veh/h 1 3 32 3 9 55Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 58 58 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 2 6 55 5 11 69 Major/Minor Minor1 Major1 Major2Conflicting Flow All 149 58 0 0 60 0 Stage 1 58 - - - - - Stage 2 91 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 843 1008 - - 1544 - Stage 1 965 - - - - - Stage 2 933 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 837 1008 - - 1544 -Mov Cap-2 Maneuver 837 - - - - - Stage 1 965 - - - - - Stage 2 926 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 1HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 959 1544 -HCM Lane V/C Ratio - - 0.008 0.007 -HCM Control Delay (s) - - 8.8 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 - 2017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 3IntersectionInt Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 0 2 28 0 1 42Future Vol, veh/h 0 2 28 0 1 42Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 58 58 72 72Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 4 48 0 1 58 Major/Minor Minor1 Major1 Major2Conflicting Flow All 109 48 0 0 48 0 Stage 1 48 - - - - - Stage 2 61 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 888 1021 - - 1559 - Stage 1 974 - - - - - Stage 2 962 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 887 1021 - - 1559 -Mov Cap-2 Maneuver 887 - - - - - Stage 1 974 - - - - - Stage 2 961 - - - - - Approach WB NB SBHCM Control Delay, s 8.5 0 0.2HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 1021 1559 -HCM Lane V/C Ratio - - 0.004 0.001 -HCM Control Delay (s) - - 8.5 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 -2017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 4IntersectionInt Delay, s/veh 1.8 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 2 4 25 14 12 35Future Vol, veh/h 2 4 25 14 12 35Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 38 38 61 61 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 5 11 41 23 17 51 Major/Minor Minor1 Major1 Major2Conflicting Flow All 138 52 0 0 64 0 Stage 1 52 - - - - - Stage 2 86 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 855 1016 - - 1538 - Stage 1 970 - - - - - Stage 2 937 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 846 1016 - - 1538 -Mov Cap-2 Maneuver 846 - - - - - Stage 1 970 - - - - - Stage 2 927 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 1.9HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 952 1538 -HCM Lane V/C Ratio - - 0.017 0.011 -HCM Control Delay (s) - - 8.8 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0.1 0 - 2017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 5IntersectionInt Delay, s/veh 0.9 Movement EBT EBR WBL WBT NEL NERTraffic Vol, veh/h 406 15 23 305 15 10Future Vol, veh/h 406 15 23 305 15 10Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 83 83 89 89 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 489 18 26 343 22 14 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 507 0 892 498 Stage 1 - - - - 498 - Stage 2 - - - - 394 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1058 - 312 572 Stage 1 - - - - 611 - Stage 2 - - - - 681 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1058 - 303 572Mov Cap-2 Maneuver - - - - 303 - Stage 1 - - - - 611 - Stage 2 - - - - 661 - Approach EB WB NEHCM Control Delay, s 0 0.6 15.7HCM LOS C Minor Lane/Major Mvmt NELn1 EBT EBR WBL WBTCapacity (veh/h) 373 - - 1058 -HCM Lane V/C Ratio 0.097 - - 0.024 -HCM Control Delay (s) 15.7 - - 8.5 0HCM Lane LOS C - - A AHCM 95th %tile Q(veh) 0.3 - - 0.1 -2017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 6IntersectionInt Delay, s/veh 6.2 Movement EBT EBR WBL WBT NBL NBRTraffic Vol, veh/h 76 312 143 208 108 26Future Vol, veh/h 76 312 143 208 108 26Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 0Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 83 83 82 82 78 78Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 92 376 174 254 138 33 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 467 0 882 280 Stage 1 - - - - 280 - Stage 2 - - - - 602 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1094 - 317 759 Stage 1 - - - - 767 - Stage 2 - - - - 547 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1094 - 258 759Mov Cap-2 Maneuver - - - - 258 - Stage 1 - - - - 767 - Stage 2 - - - - 446 - Approach EB WB NBHCM Control Delay, s 0 3.6 29.3HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBTCapacity (veh/h) 258 759 - - 1094 -HCM Lane V/C Ratio 0.537 0.044 - - 0.159 -HCM Control Delay (s) 34 10 - - 8.9 0HCM Lane LOS D B - - A AHCM 95th %tile Q(veh) 2.9 0.1 - - 0.6 - 2017 Background AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 7IntersectionInt Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBRTraffic Vol, veh/h 1 4 7 147 456 5Future Vol, veh/h 1 4 7 147 456 5Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 31 31 77 77 75 75Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 3 13 9 191 608 7 Major/Minor Minor2 Major1 Major2Conflicting Flow All 820 611 615 0 - 0 Stage 1 611 - - - - - Stage 2 209 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 345 494 965 - - - Stage 1 542 - - - - - Stage 2 826 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 342 494 965 - - -Mov Cap-2 Maneuver 342 - - - - - Stage 1 542 - - - - - Stage 2 818 - - - - - Approach EB NB SBHCM Control Delay, s 13.2 0.4 0HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBRCapacity (veh/h) 965 - 454 - -HCM Lane V/C Ratio 0.009 - 0.036 - -HCM Control Delay (s) 8.8 0 13.2 - -HCM Lane LOS A A B - -HCM 95th %tile Q(veh) 0 - 0.1 - - 2017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 1IntersectionInt Delay, s/veh 9.9 Movement EBL EBT WBT WBR SBL SBRTraffic Vol, veh/h 44 45 49 586 378 56Future Vol, veh/h 44 45 49 586 378 56Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 180Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 93 93 92 92 89 89Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 47 48 53 637 425 63 Major/Minor Major2 Minor2Conflicting Flow All - 0 372 372 Stage 1 - - 372 - Stage 2 - - 0 -Critical Hdwy - - 7.12 6.22Critical Hdwy Stg 1 - - 6.12 -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - - 3.518 3.318Pot Cap-1 Maneuver - - 585 674 Stage 1 - - 648 - Stage 2 - - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - 585 674Mov Cap-2 Maneuver - - 585 - Stage 1 - - 648 - Stage 2 - - - - Approach WB SBHCM Control Delay, s 0 23.8HCM LOS C Minor Lane/Major Mvmt WBT WBRSBLn1SBLn2Capacity (veh/h) - - 585 674HCM Lane V/C Ratio - - 0.726 0.093HCM Control Delay (s) - - 25.7 10.9HCM Lane LOS - - D BHCM 95th %tile Q(veh) - - 6.1 0.32017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 2IntersectionInt Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 1 5 62 8 5 46Future Vol, veh/h 1 5 62 8 5 46Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 75 75 92 92 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 1 7 67 9 6 58 Major/Minor Minor1 Major1 Major2Conflicting Flow All 142 72 0 0 76 0 Stage 1 72 - - - - - Stage 2 70 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 851 990 - - 1523 - Stage 1 951 - - - - - Stage 2 953 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 848 990 - - 1523 -Mov Cap-2 Maneuver 848 - - - - - Stage 1 951 - - - - - Stage 2 949 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 0.7HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 963 1523 -HCM Lane V/C Ratio - - 0.008 0.004 -HCM Control Delay (s) - - 8.8 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 - 2017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 3IntersectionInt Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 0 4 51 0 0 44Future Vol, veh/h 0 4 51 0 0 44Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 85 85 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 8 60 0 0 64 Major/Minor Minor1 Major1 Major2Conflicting Flow All 124 60 0 0 60 0 Stage 1 60 - - - - - Stage 2 64 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 871 1005 - - 1544 - Stage 1 963 - - - - - Stage 2 959 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 871 1005 - - 1544 -Mov Cap-2 Maneuver 871 - - - - - Stage 1 963 - - - - - Stage 2 959 - - - - - Approach WB NB SBHCM Control Delay, s 8.6 0 0HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 1005 1544 -HCM Lane V/C Ratio - - 0.008 - -HCM Control Delay (s) - - 8.6 0 -HCM Lane LOS - - A A -HCM 95th %tile Q(veh) - - 0 0 -2017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 4IntersectionInt Delay, s/veh 2.1 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 13 2 40 8 10 35Future Vol, veh/h 13 2 40 8 10 35Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 75 75 86 86 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 17 3 47 9 13 44 Major/Minor Minor1 Major1 Major2Conflicting Flow All 120 51 0 0 56 0 Stage 1 51 - - - - - Stage 2 69 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 876 1017 - - 1549 - Stage 1 971 - - - - - Stage 2 954 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 868 1017 - - 1549 -Mov Cap-2 Maneuver 868 - - - - - Stage 1 971 - - - - - Stage 2 945 - - - - - Approach WB NB SBHCM Control Delay, s 9.2 0 1.6HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 885 1549 -HCM Lane V/C Ratio - - 0.023 0.008 -HCM Control Delay (s) - - 9.2 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0.1 0 - 2017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 5IntersectionInt Delay, s/veh 1.7 Movement EBT EBR WBL WBT NEL NERTraffic Vol, veh/h 367 25 25 488 40 33Future Vol, veh/h 367 25 25 488 40 33Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 91 91 88 88 83 83Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 403 27 28 555 48 40 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 431 0 1028 417 Stage 1 - - - - 417 - Stage 2 - - - - 611 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1129 - 259 636 Stage 1 - - - - 665 - Stage 2 - - - - 542 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1129 - 250 636Mov Cap-2 Maneuver - - - - 250 - Stage 1 - - - - 665 - Stage 2 - - - - 522 - Approach EB WB NEHCM Control Delay, s 0 0.4 19HCM LOS C Minor Lane/Major Mvmt NELn1 EBT EBR WBL WBTCapacity (veh/h) 345 - - 1129 -HCM Lane V/C Ratio 0.255 - - 0.025 -HCM Control Delay (s) 19 - - 8.3 0HCM Lane LOS C - - A AHCM 95th %tile Q(veh) 1 - - 0.1 -2017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 6IntersectionInt Delay, s/veh 20.8 Movement EBT EBR WBL WBT NBL NBRTraffic Vol, veh/h 163 212 32 166 328 98Future Vol, veh/h 163 212 32 166 328 98Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 0Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 87 87 90 90 84 84Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 187 244 36 184 390 117 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 431 0 565 309 Stage 1 - - - - 309 - Stage 2 - - - - 256 -Critical Hdwy - - 4.12 - 7.12 6.22Critical Hdwy Stg 1 - - - - 6.12 -Critical Hdwy Stg 2 - - - - 6.12 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1129 - 436 731 Stage 1 - - - - 701 - Stage 2 - - - - 749 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1129 - 424 731Mov Cap-2 Maneuver - - - - 424 - Stage 1 - - - - 701 - Stage 2 - - - - 722 - Approach EB WB NBHCM Control Delay, s 0 1.3 46.9HCM LOS E Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBTCapacity (veh/h) 424 731 - - 1129 -HCM Lane V/C Ratio 0.921 0.16 - - 0.031 -HCM Control Delay (s) 57.6 10.9 - - 8.3 0HCM Lane LOS F B - - A AHCM 95th %tile Q(veh) 10.2 0.6 - - 0.1 - 2017 Background PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 7IntersectionInt Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBRTraffic Vol, veh/h 2 7 11 436 254 2Future Vol, veh/h 2 7 11 436 254 2Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 75 75 81 81 85 85Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 3 9 14 538 299 2 Major/Minor Minor2 Major1 Major2Conflicting Flow All 865 300 301 0 - 0 Stage 1 300 - - - - - Stage 2 565 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 324 740 1260 - - - Stage 1 752 - - - - - Stage 2 569 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 319 740 1260 - - -Mov Cap-2 Maneuver 319 - - - - - Stage 1 752 - - - - - Stage 2 560 - - - - - Approach EB NB SBHCM Control Delay, s 11.4 0.2 0HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBRCapacity (veh/h) 1260 - 572 - -HCM Lane V/C Ratio 0.011 - 0.021 - -HCM Control Delay (s) 7.9 0 11.4 - -HCM Lane LOS A A B - -HCM 95th %tile Q(veh) 0 - 0.1 - - A6 Level of Service Calculations: Full Development Conditions Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 1IntersectionInt Delay, s/veh 12.4 Movement EBL EBT WBT WBR SBL SBRTraffic Vol, veh/h 35 49 33 264 476 39Future Vol, veh/h 35 49 33 264 476 39Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 180Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 61 61 88 88 87 87Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 57 80 38 300 547 45 Major/Minor Major2 Minor2Conflicting Flow All - 0 188 188 Stage 1 - - 188 - Stage 2 - - 0 -Critical Hdwy - - 7.12 6.22Critical Hdwy Stg 1 - - 6.12 -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - - 3.518 3.318Pot Cap-1 Maneuver - - 772 854 Stage 1 - - 814 - Stage 2 - - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - 772 854Mov Cap-2 Maneuver - - 772 - Stage 1 - - 814 - Stage 2 - - - - Approach WB SBHCM Control Delay, s 0 19.4HCM LOS C Minor Lane/Major Mvmt WBT WBRSBLn1SBLn2Capacity (veh/h) - - 772 854HCM Lane V/C Ratio - - 0.709 0.052HCM Control Delay (s) - - 20.2 9.4HCM Lane LOS - - C AHCM 95th %tile Q(veh) - - 6 0.2Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 2IntersectionInt Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 1 4 32 3 12 55Future Vol, veh/h 1 4 32 3 12 55Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 58 58 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 2 8 55 5 15 69 Major/Minor Minor1 Major1 Major2Conflicting Flow All 157 58 0 0 60 0 Stage 1 58 - - - - - Stage 2 99 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 834 1008 - - 1544 - Stage 1 965 - - - - - Stage 2 925 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 826 1008 - - 1544 -Mov Cap-2 Maneuver 826 - - - - - Stage 1 965 - - - - - Stage 2 916 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 1.3HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 965 1544 -HCM Lane V/C Ratio - - 0.01 0.01 -HCM Control Delay (s) - - 8.8 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 - Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 3IntersectionInt Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 0 2 28 0 1 42Future Vol, veh/h 0 2 28 0 1 42Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 58 58 72 72Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 4 48 0 1 58 Major/Minor Minor1 Major1 Major2Conflicting Flow All 109 48 0 0 48 0 Stage 1 48 - - - - - Stage 2 61 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 888 1021 - - 1559 - Stage 1 974 - - - - - Stage 2 962 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 887 1021 - - 1559 -Mov Cap-2 Maneuver 887 - - - - - Stage 1 974 - - - - - Stage 2 961 - - - - - Approach WB NB SBHCM Control Delay, s 8.5 0 0.2HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 1021 1559 -HCM Lane V/C Ratio - - 0.004 0.001 -HCM Control Delay (s) - - 8.5 7.3 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 -Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 4IntersectionInt Delay, s/veh 2.7 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 6 5 25 22 22 35Future Vol, veh/h 6 5 25 22 22 35Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 38 38 61 61 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 16 13 41 36 32 51 Major/Minor Minor1 Major1 Major2Conflicting Flow All 173 59 0 0 77 0 Stage 1 59 - - - - - Stage 2 114 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 817 1007 - - 1522 - Stage 1 964 - - - - - Stage 2 911 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 799 1007 - - 1522 -Mov Cap-2 Maneuver 799 - - - - - Stage 1 964 - - - - - Stage 2 891 - - - - - Approach WB NB SBHCM Control Delay, s 9.2 0 2.9HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 882 1522 -HCM Lane V/C Ratio - - 0.033 0.021 -HCM Control Delay (s) - - 9.2 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0.1 0.1 - Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 5IntersectionInt Delay, s/veh 1.3 Movement EBT EBR WBL WBT NEL NERTraffic Vol, veh/h 406 31 39 305 21 13Future Vol, veh/h 406 31 39 305 21 13Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 83 83 89 89 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 489 37 44 343 30 19 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 527 0 938 508 Stage 1 - - - - 508 - Stage 2 - - - - 430 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1040 - 293 565 Stage 1 - - - - 604 - Stage 2 - - - - 656 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1040 - 278 565Mov Cap-2 Maneuver - - - - 278 - Stage 1 - - - - 604 - Stage 2 - - - - 622 - Approach EB WB NEHCM Control Delay, s 0 1 17.2HCM LOS C Minor Lane/Major Mvmt NELn1 EBT EBR WBL WBTCapacity (veh/h) 345 - - 1040 -HCM Lane V/C Ratio 0.143 - - 0.042 -HCM Control Delay (s) 17.2 - - 8.6 0HCM Lane LOS C - - A AHCM 95th %tile Q(veh) 0.5 - - 0.1 -Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 6IntersectionInt Delay, s/veh 7.8 Movement EBT EBR WBL WBT NBL NBRTraffic Vol, veh/h 79 312 143 221 111 26Future Vol, veh/h 79 312 143 221 111 26Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 0Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 83 83 82 82 78 78Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 95 376 174 270 142 33 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 471 0 901 283 Stage 1 - - - - 283 - Stage 2 - - - - 618 -Critical Hdwy - - 4.12 - 7.12 6.22Critical Hdwy Stg 1 - - - - 6.12 -Critical Hdwy Stg 2 - - - - 6.12 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1091 - 259 756 Stage 1 - - - - 724 - Stage 2 - - - - 477 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1091 - 222 756Mov Cap-2 Maneuver - - - - 222 - Stage 1 - - - - 724 - Stage 2 - - - - 387 - Approach EB WB NBHCM Control Delay, s 0 3.5 39.4HCM LOS E Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBTCapacity (veh/h) 222 756 - - 1091 -HCM Lane V/C Ratio 0.641 0.044 - - 0.16 -HCM Control Delay (s) 46.3 10 - - 8.9 0HCM Lane LOS E B - - A AHCM 95th %tile Q(veh) 3.9 0.1 - - 0.6 - Proposed AM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 7IntersectionInt Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBRTraffic Vol, veh/h 1 5 7 147 456 5Future Vol, veh/h 1 5 7 147 456 5Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 31 31 77 77 75 75Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 3 16 9 191 608 7 Major/Minor Minor2 Major1 Major2Conflicting Flow All 820 611 615 0 - 0 Stage 1 611 - - - - - Stage 2 209 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 345 494 965 - - - Stage 1 542 - - - - - Stage 2 826 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 342 494 965 - - -Mov Cap-2 Maneuver 342 - - - - - Stage 1 542 - - - - - Stage 2 818 - - - - - Approach EB NB SBHCM Control Delay, s 13.2 0.4 0HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBRCapacity (veh/h) 965 - 460 - -HCM Lane V/C Ratio 0.009 - 0.042 - -HCM Control Delay (s) 8.8 0 13.2 - -HCM Lane LOS A A B - -HCM 95th %tile Q(veh) 0 - 0.1 - - Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 1IntersectionInt Delay, s/veh 10.9 Movement EBL EBT WBT WBR SBL SBRTraffic Vol, veh/h 44 46 52 612 388 56Future Vol, veh/h 44 46 52 612 388 56Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 180Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 93 93 92 92 89 89Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 47 49 57 665 436 63 Major/Minor Major2 Minor2Conflicting Flow All - 0 389 389 Stage 1 - - 389 - Stage 2 - - 0 -Critical Hdwy - - 7.12 6.22Critical Hdwy Stg 1 - - 6.12 -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - - 3.518 3.318Pot Cap-1 Maneuver - - 570 659 Stage 1 - - 635 - Stage 2 - - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - 570 659Mov Cap-2 Maneuver - - 570 - Stage 1 - - 635 - Stage 2 - - - - Approach WB SBHCM Control Delay, s 0 26.6HCM LOS D Minor Lane/Major Mvmt WBT WBRSBLn1SBLn2Capacity (veh/h) - - 570 659HCM Lane V/C Ratio - - 0.765 0.095HCM Control Delay (s) - - 28.9 11HCM Lane LOS - - D BHCM 95th %tile Q(veh) - - 6.9 0.3Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 2IntersectionInt Delay, s/veh 1.1 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 1 8 62 8 6 46Future Vol, veh/h 1 8 62 8 6 46Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 75 75 92 92 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 1 11 67 9 8 58 Major/Minor Minor1 Major1 Major2Conflicting Flow All 145 72 0 0 76 0 Stage 1 72 - - - - - Stage 2 73 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 847 990 - - 1523 - Stage 1 951 - - - - - Stage 2 950 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 843 990 - - 1523 -Mov Cap-2 Maneuver 843 - - - - - Stage 1 951 - - - - - Stage 2 945 - - - - - Approach WB NB SBHCM Control Delay, s 8.8 0 0.9HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 971 1523 -HCM Lane V/C Ratio - - 0.012 0.005 -HCM Control Delay (s) - - 8.8 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0 0 - Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 3IntersectionInt Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 0 4 51 0 0 44Future Vol, veh/h 0 4 51 0 0 44Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 50 50 85 85 69 69Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 8 60 0 0 64 Major/Minor Minor1 Major1 Major2Conflicting Flow All 124 60 0 0 60 0 Stage 1 60 - - - - - Stage 2 64 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 871 1005 - - 1544 - Stage 1 963 - - - - - Stage 2 959 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 871 1005 - - 1544 -Mov Cap-2 Maneuver 871 - - - - - Stage 1 963 - - - - - Stage 2 959 - - - - - Approach WB NB SBHCM Control Delay, s 8.6 0 0HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 1005 1544 -HCM Lane V/C Ratio - - 0.008 - -HCM Control Delay (s) - - 8.6 0 -HCM Lane LOS - - A A -HCM 95th %tile Q(veh) - - 0 0 -Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 4IntersectionInt Delay, s/veh 3.5 Movement WBL WBR NBT NBR SBL SBTTraffic Vol, veh/h 30 9 40 12 15 35Future Vol, veh/h 30 9 40 12 15 35Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - 0 - - 0Grade, % 0 - 0 - - 0Peak Hour Factor 75 75 86 86 80 80Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 40 12 47 14 19 44 Major/Minor Minor1 Major1 Major2Conflicting Flow All 134 53 0 0 60 0 Stage 1 53 - - - - - Stage 2 81 - - - - -Critical Hdwy 6.42 6.22 - - 4.12 -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 - - 2.218 -Pot Cap-1 Maneuver 860 1014 - - 1544 - Stage 1 970 - - - - - Stage 2 942 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 849 1014 - - 1544 -Mov Cap-2 Maneuver 849 - - - - - Stage 1 970 - - - - - Stage 2 930 - - - - - Approach WB NB SBHCM Control Delay, s 9.3 0 2.2HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBTCapacity (veh/h) - - 882 1544 -HCM Lane V/C Ratio - - 0.059 0.012 -HCM Control Delay (s) - - 9.3 7.4 0HCM Lane LOS - - A A AHCM 95th %tile Q(veh) - - 0.2 0 - Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 5IntersectionInt Delay, s/veh 3 Movement EBT EBR WBL WBT NEL NERTraffic Vol, veh/h 367 33 33 488 66 46Future Vol, veh/h 367 33 33 488 66 46Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 91 91 88 88 83 83Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 403 36 38 555 80 55 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 440 0 1051 421 Stage 1 - - - - 421 - Stage 2 - - - - 630 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1120 - 251 632 Stage 1 - - - - 662 - Stage 2 - - - - 531 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1120 - 239 632Mov Cap-2 Maneuver - - - - 239 - Stage 1 - - - - 662 - Stage 2 - - - - 505 - Approach EB WB NEHCM Control Delay, s 0 0.5 24.1HCM LOS C Minor Lane/Major Mvmt NELn1 EBT EBR WBL WBTCapacity (veh/h) 321 - - 1120 -HCM Lane V/C Ratio 0.42 - - 0.033 -HCM Control Delay (s) 24.1 - - 8.3 0HCM Lane LOS C - - A AHCM 95th %tile Q(veh) 2 - - 0.1 -Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 6IntersectionInt Delay, s/veh 21.6 Movement EBT EBR WBL WBT NBL NBRTraffic Vol, veh/h 163 212 32 172 329 98Future Vol, veh/h 163 212 32 172 329 98Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 0Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 87 87 90 90 84 84Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 187 244 36 191 392 117 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 431 0 571 309 Stage 1 - - - - 309 - Stage 2 - - - - 262 -Critical Hdwy - - 4.12 - 7.12 6.22Critical Hdwy Stg 1 - - - - 6.12 -Critical Hdwy Stg 2 - - - - 6.12 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1129 - 432 731 Stage 1 - - - - 701 - Stage 2 - - - - 743 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1129 - 420 731Mov Cap-2 Maneuver - - - - 420 - Stage 1 - - - - 701 - Stage 2 - - - - 716 - Approach EB WB NBHCM Control Delay, s 0 1.3 49HCM LOS E Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBTCapacity (veh/h) 420 731 - - 1129 -HCM Lane V/C Ratio 0.933 0.16 - - 0.031 -HCM Control Delay (s) 60.3 10.9 - - 8.3 0HCM Lane LOS F B - - A AHCM 95th %tile Q(veh) 10.5 0.6 - - 0.1 - Proposed PM Peak5/23/2016Synchro 9 ReportSRF & AssociatesPage 7IntersectionInt Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBRTraffic Vol, veh/h 2 10 11 436 254 2Future Vol, veh/h 2 10 11 436 254 2Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 - - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 75 75 81 81 85 85Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 3 13 14 538 299 2 Major/Minor Minor2 Major1 Major2Conflicting Flow All 865 300 301 0 - 0 Stage 1 300 - - - - - Stage 2 565 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 324 740 1260 - - - Stage 1 752 - - - - - Stage 2 569 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 319 740 1260 - - -Mov Cap-2 Maneuver 319 - - - - - Stage 1 752 - - - - - Stage 2 560 - - - - - Approach EB NB SBHCM Control Delay, s 11.1 0.2 0HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBRCapacity (veh/h) 1260 - 607 - -HCM Lane V/C Ratio 0.011 - 0.026 - -HCM Control Delay (s) 7.9 0 11.1 - -HCM Lane LOS A A B - -HCM 95th %tile Q(veh) 0 - 0.1 - -