Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
10-
2019• HAYNI
E-SI
RRI
NE PD MOD
C-4 C- 4 C- 4 C-4 C-4OD
AERIAL VIEW OD CURRENT ZONING OD
201 32
OD C-
424 205
4 C- C-4 PD
148 27
VIV 123 211
C- 2 4
IAN EB C-4 RM- 2
22 ALST ST RO
AD C-4 C-
4 C- 4 C-4 C-4
ON
00109
110 OD
ST
C- 4 C-4
5
RM- 2
E
212
226
T 129 C-4 C- C-4
TT S
230 A
4 RM- 2
IN ST
101 319
E SS
322
T
R BOGG C- 4 C- 4 C- 3 C-
304
60 4 OD
25 1 55 C-4 R-9
C-4 OD
237
504
LV
C-3 R-9
CA 5
11
4 C-2 PD
631
40108 OD C- C- 3 RM- 2 R-
13
FAL
9
633
2 659
OLLE 37 RM- 1 C-2
912
PD
T 1 NC
RM- 2
IN S 82 PD PD
21
A G
932
942
A 1 C-2 PD
RM E
M RM- P D
LS
39
S PD C-1
U W RM- 1 C- PD R-9
10
1
911
4 PD PD
5
PD
ST
935 19
6
ST
12
I-1PD PD R-9
OD PD
6
A
AY
ST
8
154
RM- 1 PD 9 R- 9
1
T
PD PD PD R-
945
GU
15 33
ST
RM-1
HS
R-9
24
RM- 1
AU
3
ST PD
31
PD PD R- 9 R-
ELD
E
RM-1 PD 9
FI RM- 1
5
109
RC
OD
HOW
21
301
VA 356 OD R-9 R- 9 R-9 R- 9
52
RM- 1
RD
HU
28
RY 8981 150
ST 315 SC
98 84
FUTURE LAND USE
525
798 411 93
120 UNI
ST
325 VERSI
TY RI
DGE
S
99
I
RR
HA
200 820
CLEVE
310
823 A
300
220 E
AV
1
824 5
SEN
S T
AU NS
34
38
LAND ST
CL STO
RU
860
100
TH
0
6
82
40
11
17
511
823
14 3
BEN ST MixedUse
ST
7
MCHAN Ci
ty Center
18
T
PE Ur ban
T
A RL AVE Parks,Op en
606
EAN S
NS S
635
DR
Residenti al
CHICO
Sp ace,
JONES AVE
URBA
LTMORE
705
2
andScho o l
s
BUR
1001
D
128
BEN ST
ROSE AVE
222
708
RA AV
715 92 37 MixedUse
N ST
BI
404
SULLI
VAN ST Nei
ghbo r
ho o d
WATTS AVE
E
801
102
802
514
1225
9
Gener
alResi
denti
al
813
10
810
111
Z-
10-
2019• HAYNI
E-SI
RRI
NE PD MOD
NATURAL / ENVIRONMENTAL FEATURES SPECIAL EMPHASIS NEIGHBORHOODS
VIV
ONE IAN EB
ST RO
AD
ST
AL
N ST
TT S SS
ST
T
RHE BOGG
I
LV
CA
FAL
T OLLE
INS ANC G
A RM E
LS
SM U W HAYNI E-
SIRRI
NE
ST
Spe ci
alEmphasis
F
ST
BEN ST
A
ST
AY
PE
A RL AVE
GU
T
ST
HS
AU
ST
ELD
E
FI
RC
HOW
VA
RI V
RD
R
E
HU
RY
R E ED Y
ST SC
UNI PRESERVATION OVERLAYS
ST
VERSI
TY RI
DGE
IS
RR
HA
CLEVE
E
AV WEST END OVERLAY
EN
AU
SS
N ST Pr
e se rvat
ion
LAND ST
L O
C ST
RU Ove rlay
TH
BEN ST
ST
MCHAN
T
PE
T
A RL AVE
EAN S
NS S
DR
CHICO
URBA
JONES AVE
LTMORE
BUR
D
PE
N ST
A RL AVE
BI
SULLI
VAN ST
WATTS AVE
E
CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
STANDARDS QUESTIONS
Applicant response to Section 19-3.2(N) General Development Parameters
Greenville County Square is located within an area that the City of Greenville has identified and targeted for dense, mixed use as
part of the Haynie-Sirrine Planned Development (PD). The newly proposed Haynie-Sirrine Neighborhood Greenville County
Square (GCS) sub-district will allow for redevelopment of the Greenville County Square property as a mixed-use development
containing 3.5 million square feet of enclosed building area on approximately 40 acres of land.
The overall design theme for the HSN-GCS sub-district will be a master planned urban center containing a high intensity mix of
government, civic, office, commercial retail, hotel, entertainment and residential uses. Architectural building design and materials
shall complement the surrounding community. Additionally, public open spaces will be interspersed throughout and will include
plazas, squares, courts, or greens and will be provided within the development, where appropriate.
The proposed HSN-GCS sub-district is adjacent to the City of Greenville’s Central Business District and will consist of components
that are urban in density and scale, and will promote both vehicular and non-vehicular access and internal circulation by means of
reconfigured roadways, sidewalks and bikeways. The proposal consists of 3.5 million square feet on approximately 40 acres of land,
which will provide for dense, compact use and development of the site. The project will incorporate multi-use trails along the eastern,
northern, and southern property boundaries to provide additional connectivity to Swamp Rabbit Trail, adjoining parks and
neighborhoods, as well as Downtown Greenville.
The proposed road circulation plan demonstrates a series of pedestrian and vehicular connections that are primarily in a grid pattern,
which will provide for a more efficient and compact network. Additionally, three multi-purpose trails will be incorporated along the
northern, eastern, and western property boundaries to provide a more efficient and comfortable pedestrian circulation system for
properties to the south of this site.
The Southwest Section Master Plan that was adopted in 1998 contemplated mixed-use development with higher residential densities
and commercial intensities in the northern portion of the Haynie Sirrine neighborhood. The 2001 Haynie Sirrine Master Plan
and Neighborhood Code further explored the concept of mixed-use development in these areas, with densities established and
feathered down to ensure compatibility with surrounding properties. As the subject property and surrounding properties have
developed based on these plans, much of the surrounding area consists of commercial, office, multi-family residential, townhome, civic
uses, and single-family residential uses. The proposed modifications to the PD continue with the principles set forth in the original
master plan documents, in terms of providing reduced densities/intensities along the southern/western portions of the site where
lower density/intensity structures exist, including office, commercial, and single-family residential uses.
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
STATEMENT OF INTENT
A. PURPOSE AND INTENT
In 2017, Greenville County
(County) initiated a process
seeking a qualified real estate
development team to
strategically acquire, demolish,
and redevelop the County’s
University Ridge Campus. This
redevelopment consists of
replacing the County’s existing
administrative office facility with
a new Class-A facility,
commanding the corner of
Church Street and University
Ridge (Figure 1), and master
planning the remainder of the Figure 1: Proposed Greenville County Administrative Office
site to provide for a high-quality Facility
mixed-use development.
The overall objectives for the redevelopment of the campus include the provision of aesthetically striking
and appealing urban building, hardscape and landscape design; enhanced connectivity to the Swamp
Rabbit Trail, Falls Park on the Reedy, the Cancer Survivor Park, Unity Park, Cleveland Park, surrounding
communities, and Downtown Greenville; the creation of sense of place through scale of design and
walkability, and, the incorporation of multiple uses to allow residents and visitors the ability to work, live,
and play.
In 2001, the City of Greenville initiated a public planning process to develop a master plan and
neighborhood code specific to the Haynie-Sirrine neighborhood. As a part of this planning effort, the
HSN-University Ridge Village Center sub-district was created to guide the development and
redevelopment of the County Square property and lands to the east and west (Figure 2).
The HSN-URVC sub-district provided for development up to six stories in height and a mixture of
uses, including residential (single-family, duplex, and multi-family apartments), lodging (hotels, inns,
and rental cottages), office, retail (restaurants, entertainment, day care centers, convenience stores and
drive-through facilities), limited manufacturing, and civic uses.
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
Existing development within the HSN-GCS sub-district is generally in keeping with the characteristics of
development patterns typical of the 1960’s, as the majority of the site consists of the former Bell Tower
shopping center (mall) that was re-purposed to County Square in the 1980’s and paved for asphalt parking.
With the intent of redeveloping the HSN-GCS sub-district to revitalize and modernize its uses and
development pattern, the following redevelopment principles have been identified:
• Development of a diverse mix of land uses will always be permitted and encouraged;
• The HSN-GCS sub-district will be home to Greenville County’s new administrative office complex;
• The HSN-GCS sub-district shall be promoted as a viable and vital residential area and multi-family
residential uses shall be encouraged throughout the sub-district;
• Quality public spaces such as streets, sidewalks, parks, and squares where citizens come to know
each other will be provided;
• Re-alignment and reconstruction of roads between Church Street and Howe Street will be
completed to maximize the development potential within the sub-district and to improve circulation
between the sub-district and Greenville’s vibrant downtown;
• The planned network of new roads and smaller blocks will promote walkability and will be
pedestrian friendly;
• The highest intensity uses within the sub-district will be located adjacent to and north of a newly
created realigned University Street. Development intensities will be reduced as you travel to the
southern and western portions of the sub-district to maintain compatibility with the adjacent sub-
districts to the south and west; and,
• Appropriate development standards and design review criteria, as specified in the following sub-
sections, shall be the principal tools used to ensure compatible, high quality development.
D. PROPOSED PHASING
Due to the size of the project, the proposed development schedule is anticipated to take place over the
course of approximately ten years. On and off-site public improvements and impacts on public facilities
can be found attached.
E. UTILITIES AND INFRASTRUCTURE
Public water will be provided by Greenville Water, wastewater will be accepted by the City of Greenville,
wastewater treatment will be provided by Renewable Water Resources (ReWa), electric will be provided by
Duke Energy, video, internet, and voice services will be provided by Spectrum, Cox, Comcast or another
provider, and gas will be provided by Piedmont Natural Gas. Utility “will-serve” letters can be found
attached. Additionally, consideration will be given to infrastructure to support technology, including fiber –
gigabit community, 5G technology, small cell transmitters, and other telecommunications.
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
G. STRUCTURED PARKING
Structured parking is anticipated within the HSN-GCS sub-district to meet the parking needs of the
uses planned within the sub-district. There are many reasons from an urban design perspective that
structured parking should be developed within the HSN-GCS sub-district. Reasons to promote the use
of structured parking within the sub-district include the following:
• Structured parking can be provided in a substantially more compact footprint, thereby allowing for
more private development/redevelopment. This in turn creates a broadened economic base and
the potential for additional complementary land uses.
• Large expanses of surface parking discourage pedestrians from walking. Many urban design studies
have shown pedestrians will stop walking and turn around if there are no interesting land uses in a
block.
• Structured parking can provide a large volume of covered spaces, thereby providing protection
from weather.
May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
May 2019
Haynie-Sirrine Neighborhood Code
TABLE OF CONTENTS: 1.0 PURPOSE: 1.2 GENERAL NEIGHBORHOOD PRINCIPLES:
1. Purpose and Applicability This code was specifically designed to implement the Haynie-Sirrine Neighborhood Master The Inner City Task Force of the Congress for the New Urbanism has developed a set of design principles
Plan. To that end, the City of Greenville has found that it is necessary to enact a new Code that that have proven effective in inner city neighborhoods. These principles have been tested in several HOPE
2. District Standards
addresses specific urban design issues that are not present in the current development VI projects. They are proposed as a set of working principles to be further tested and refined through use.
3. Open Space Overlay District regulations.
4. Building Types Properties located in this Area have been assigned a new “Zone” which regulates the form and • Citizen and Community Involvement: Engage residents, neighbors, civic leaders, politicians,
use of all existing and new development. bureaucrats, developers, and local institutions throughout the process of designing change for
5. General Building Design neighborhoods.
Principles These regulations have been designed to permit a greater variety of uses in close proximity to
• Economic Opportunity: The design of neighborhood development should accommodate
one another than was previously permitted. In order to manage this flexibility a specific set of
6. Street Types and Standards management techniques and scales of construction that can be contracted to local and
design guidelines has been established to regulate the buildings and their relationship to the minority businesses.
7. Parking Standards public realm of the street and formal open spaces.
• Diversity: Provide a broad range of housing types and price levels to bring people of diverse ages,
8. Lighting Standards races, and incomes into daily interaction – strengthening the personal civic bonds essential to an
9. Signs 1.1 APPLICABILITY: authentic community.
10. Environmental Protection 1. The regulations found herein shall be considered applicable to the area encompassed • Neighborhoods: Neighborhoods are compact, pedestrian-friendly, and mixed use with many
by the Haynie-Sirrine Neighborhood Master Plan with all appropriate zones indicated activities of daily life available within walking distance. New development should help repair existing
11. Landscaping neighborhoods or create new ones and should not take the form of an isolated “project”.
on the Plan.
12. Miscellaneous Definitions • Infill Development: Reclaim and repair blighted and abandoned areas within existing neighborhoods
2. Existing uses or approved plans that are non-conforming under the provisions of this
by using infill development strategically to conserve economic investment and social fabric.
13. Greenville County Square (GCS) Code may continue and expand subject to the design provisions found herein.
Sub-District • Mixed Use: Promote the creation of mixed use neighborhoods that support the functions of
3. This Code shall become a new Zoning District with related sub-districts known as the
daily life: employment, recreation, retail, and civic and educational institutions.
Haynie-Sirrine Neighborhood (HSN) and shall replace the current zoning categories
present in this area. The classification of property in this area is as follows: • City-wide and Regional Connections: Neighborhoods should be connected to regional patterns of
transportation and land use, to open space, and to natural systems.
HSN-Neighborhood Edge (NE)
HSN-Neighborhood General (NG) • Streets: The primary task of all urban architecture and landscape design is the physical definition
HSN-Neighborhood Center (NC) of streets and public spaces as places of shared use. Neighborhoods should have an interconnected
HSN-University Ridge Village Center (URVC) network of streets and public open space.
HSN-Greenville County Square (GCS) • Public Open Space: The interconnected network of streets and public open space should provide
opportunities for recreation and appropriate settings for civic buildings.
4. Due to the scope of the Greenville County Square redevelopment project, a new
section has been added to the Haynie-Sirrine Neighborhood Code to regulate the • Safety and Civic Engagement: The relationship of buildings and streets should enable neighbors to
redevelopment process (Section 13). Regulations pertaining to the Greenville County create a safe and stable neighborhood by providing “eyes on the street” and should encourage
Square property are fully housed and contained with Section 13 of the Haynie-Sirrine interaction and community identity. Provide a clear definition of public and private realm through
block and street design that responds to local traditions.
Neighborhood Code. Sections 1-12 of the Neighborhood Code do not apply.
• Dwelling as Mirror of Self: Recognize the dwelling as the basic element of a neighborhood and as
5. The Zoning Administrator shall be responsible for the administration of this District the key to self-esteem and community pride. This includes the clear definition of outdoor space for
and the issuance of all related zoning permits, except: each dwelling.
• Where exceptions are noted in these requirements; and • Accessibility: Buildings should be designed to be accessible and visitable while respecting the
traditional urban fabric.
• The subdivision or re-subdivision of land which shall be processed in
accordance with normal procedures outlined in the Subdivision Ordinance. • Local Architectural Character: The image and character of new development should respond to the
best traditions of residential and mixed use architecture in the area.
• Design Codes: The economic health and harmonious evolution of neighborhoods can be improved
through graphic urban design codes that serve as predictable guides for change.
Revised Draft-03-2019
Page 1 of 22
No changes proposed to pages 2-22
of the Haynie-Sirrine PD text.
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
• Development of a diverse mix of land uses will always be permitted and encouraged;
• The HSN-GCS sub-district will be home to Greenville County’s new administrative office complex;
• The HSN-GCS sub-district shall be promoted as a viable and vital residential area, and multi-family residential uses shall be encouraged;
• Quality public spaces such as streets, sidewalks, parks, and squares where citizens come to know each other will be provided;
• Re-alignment and reconstruction of roads between Church Street and Howe Street will be completed to maximize the development potential
within the sub-district and to improve circulation between the sub-district and Greenville’s vibrant downtown;
• The planned network of new roads and smaller blocks will promote walkability and will be pedestrian friendly (Figure 1);
• The highest intensity uses within the sub-district will be located adjacent to and north of a newly created realigned University Ridge.
Development intensities will be reduced as you travel to the southern and western portions of the sub-district to maintain compatibility with
the adjacent sub-districts to the south and west; and,
• Appropriate development standards and design review criteria, as specified in the following sub-sections, shall be the principal tools used to
ensure compatible, high quality development.
b) Dog day care facility: An establishment providing such services as canine day care for all or part of a day, provided that overnight
boarding is not permitted.
i. Shall be confined to a completely enclosed, soundproofed and air-conditioned building except as provided below;
ii. One outdoor pet relief area may be allowed in conjunction with a pet day care facility or veterinary clinic;
a. Pet relief area shall be no greater than two-hundred-fifty (250) square feet in area;
b. Pet relief area shall be enclosed with a black picket fence ranging between 4-5 feet in height;
c. Pet relief areas shall be located to the rear or side of the building or space in which the pet day care facility or veterinary
clinic is located;
d. Trees, shrubbery and benches are encouraged.
e. Waste stations are required.
iii. Exterior cages shall not be permitted.
iv. Overnight stay of animals is allowed.
v. Solid animal waste must be bagged separately from other refuse.
c) Drive-through facilities
i. Shall be in accordance with LMO, Section 19-6.5.7(G).
d) Greenhouse: A structure utilized to grow produce and herbs, and intended to encourage farm-to-table practices.
i. Shall be designed to blend and be compatible with surrounding urban and/or residential form;
ii. Shall not exceed 5,000 square feet in area;
iii. Shall not be made of plastic or corrugated metal; and,
iv. Outdoor sales and display shall not be allowed except in association with permitted farmers market or special events.
e) Microbrewery: An establishment or facility in which beer, wine, or other alcoholic beverages are produced for on-site consumption
and off-site sales.
i. Beer production not to exceed 10,000 barrels (310,000 gallons) per year; and
f) Veterinary clinic:
i. Shall be confined to a completely enclosed, soundproofed and air-conditioned building except as provided below;
ii. One outdoor pet relief area may be allowed in conjunction with a veterinary clinic;
a. Pet relief area shall be no greater than two-hundred-fifty (250) square feet in area;
b. Pet relief area shall be enclosed with a black picket fence ranging between 4-5 feet in height;
c. Pet relief areas shall be located to the rear or side of the building or space in which the veterinary clinic is located;
d. Trees, shrubbery and benches are encouraged.
e. Waste stations are required.
iii. Exterior cages shall not be permitted.
iv. Overnight stay of animals is allowed.
v. Solid animal waste must be bagged separately from other refuse.
4. Accessory Uses: In addition to the accessory uses identified within the Land Management Ordinance, the following accessory uses are allowed:
a) Automobile wash and detailing
i. Such use shall be located within a parking garage or located to the rear or side of the structure in which the use is accessory to,
in such a manner as to not be visible from public areas.
ii. Such use shall be incidental to an office use or parking use, and shall be required to obtain all necessary permits.
iii. No buildings dedicated to car washing shall be allowed in conjunction with the use, including an automatic car wash.
iv. Water hoses, spray guns, vacuum stations, and the similar are allowed.
b) Automobile rental
i. The office component of the automobile rental use shall be located within the primary use, and automobiles for rent shall be
located within a parking structure or surface parking lot with no more than twenty (20) spaces dedicated toward the use. Such
spaces shall not be utilized to meet minimum parking standards.
ii. Such use shall be incidental to a hotel, office, or similar use, and shall be required to obtain all necessary permits.
iii. Standalone automobile rental establishments shall not be permitted.
5. Prohibited Uses: Prohibited uses within the HSN-GCS sub district shall be in accordance with the uses listed in under the City of Greenville’s
Land Management Ordinance, subsection 19-4.1.1(D)(2), Prohibited Uses. In addition, the following uses are prohibited within the HSN-GCS
sub district:
a) Automotive, boat and heavy equipment sales and service
b) Adult establishments and adult video stores
c) Automobile parts store
d) Bail bonding
e) Bodily fluid collection services
f) Fortune tellers
g) Laundry and dry-cleaning plant
h) Loan broker or small loan company
i) Pawn shops, payday lenders, title loan lenders, check cashing establishments, deferred presentment lenders, and establishments that deal
primarily in precious metals
j) Restaurant, with drive-through
k) Self-service storage (all uses)
l) Tattoo parlors
m) Veterinary clinic (outdoor)
n) Wholesale establishment
guidelines are intended to promote imagination, innovation and variety by focusing on design principals and encouraging creative solutions
which serve the following purposes:
• Create sense of permanence and place by promoting development that emulates enduring character using quality design and building
materials;
• Promote variety and diversity in architectural design;
• Inspire creative approaches to the use of land and related physical development;
• Encourage the realization and conservation of a desirable and aesthetic urban environment.
3. Architectural Examples: Non-residential and multi-family residential development shall resemble the architecture depicted below in
Figures 3A-3D. The non-residential and multi-family design standards listed within the Land Management Ordinance shall not apply.
Vehicular interconnectivity within the sub-district is planned to promote the internal circulation of project traffic to reduce the dependence upon
adjacent collector roadways for access between the uses in the sub-district. Vehicular connection points between parcels will be depicted on the
FDP(s) as they are submitted for review and approval. Additionally, bus stops and ride share drop off locations are shown on the Vehicular
Connectivity exhibit (Figure 4). Final location of bus stops and drop off locations will be finalized during the FDP review and approval process.
Multi-purpose paths shall be constructed along three of the project boundaries (Figure 5). Specifically, a 15-foot-wide multi-purpose path shall be
constructed along the northern project boundary, a 12-foot-wide multi-purpose trail shall be constructed along the east side of the project adjacent to
Church Street, and a 12-foot-wide multi-purpose trail shall be constructed along the west side of the project adjacent to Howe Street. Residential
sidewalks shall be a minimum of 5 feet in width. Sidewalks serving mixed-use and commercial areas shall be a minimum of 8 feet in width. In
commercial and mixed-use areas, wider sidewalks will be encouraged to promote walkability and allow for outdoor seating for cafes and restaurants
within the sub-district. In such cases, there shall be a minimum of 4 feet of clearance for adequate passing distance by pedestrians. Variations to
minimum sidewalk widths shall be allowed to accommodate existing topography constraints. Notwithstanding the foregoing, sidewalks shall be
provided in accordance with minimum ADA requirements.
H. PARKING
There are three basic types of vehicular parking for the Greenville County Square redevelopment project: parallel parking, structured parking, and,
where applicable, surface parking. A parking garage with approximately 1,000 parking spaces is planned to the north of Zone A on the PD
Regulating Plan. It is anticipated that another 2-3 shared parking garages will be constructed throughout the remainder of the site. In recognition
of the mixed-use nature of the project, potential for shared parking, connectivity with pedestrian facilities, the rise in popularity of shared-ride
services, and the future possibilities with autonomous vehicles, minimum parking ratios and requirements have been reduced to avoid over-
parking. According to the Shared Parking Analysis prepared by Walker Consultants, a minimum of 5,263 structured parking spaces will be provided
throughout the site to accommodate the development (Exhibit A). The Shared Parking Analysis may be amended administratively to reflect a
variation in the composition of the development. Pursuant to Land Management Ordinance, subsection 19-6.1.2, the maximum off-street parking
standards of subsections 19-6.1.2 and 19-6.1.3 shall not apply to developments which incorporate a parking structure. Parking space dimensions
shall be in accordance with LMO, Table 19-6.1-4: Standards for Parking Stalls. On-street parking abutting a development parcel’s frontage shall
not be considered in the parking supply calculations to comply with the parcel’s parking space requirements. Bicycle parking shall be provided in
accordance with LMO, subsections 19-6.1.3(C) and 19-6.1.6(K)
I. SIGNAGE
Signage within the HSN-GCS sub-district shall comply with LMO, subsection 19-6.6.
J. LANDSCAPING
Landscaping, buffering and screening shall comply with LMO, subsection 19-6.2 and tree protection shall comply with LMO, subsection 19-6.3.
K. EXTERIOR LIGHTING
Exterior lighting shall comply with LMO, subsection 19-6.4
M. OPEN SPACE
Within the site, open space will be provided along the northern property boundary adjacent to the Governor’s School in the form of a 15 foot wide
multi-use trail, along the western boundary adjacent to Howe Street in the form of a 12 foot wide multi-use trail, and along the eastern boundary adjacent
to Church Street in the form of a 12 foot wide multi-use trail. The 12-foot-wide trail along Church Street may meander in and out of right-of-way.
Signage currently found on the Swamp Rabbit Trail will be incorporated along the multi-purpose trails, where applicable, to provide continuity.
Together, these multi-purpose trails amount to approximately 30,000 SF in area. In addition to these areas, plazas are anticipated to be located in two
main areas including, the area in front of the County Square Administrative Office Facility, and the area along University Ridge (Figure 5). Further, a
minimum of three dog parks will be sited throughout the site proximate to or as a part of multi-family residential uses. In addition to the foregoing,
other types of open space throughout the site may include squares, plazas, pocket parks, rooftop gardens, and the like (see “Permitted Types”).
1. General Provisions:
a. Open space consists of all greenways, meadows, parks, sports fields/stadiums, greens, squares, plazas, community gardens, rooftop
gardens, playgrounds, dog parks, and private open space amenities. Definitions of these open space types are provided below.
b. Open space shall be planned and accessible and usable by persons living nearby.
c. Playground equipment, statues, and/or fountains, when installed, should be located in squares and parks.
d. Open space shall connect to street frontage, building access points, or a combination of both to encourage use and enhance safety and
surveillance of the space. Open space shall adhere to Crime Prevention through Environmental Design (CPTED) principles.
e. Open space can be separately deeded to either a property owner’s association, a non-profit land trust or conservancy, Greenville County,
the City of Greenville, or otherwise permanently protected through deed restriction.
2. Permitted Types:
a. Greenway: A corridor encompassing a trail for bicycles or pedestrians. The trajectory of a greenway should lead through rural as well
as urban areas, connecting the countryside to urban parks. The landscaping pattern should be appropriate to the location: naturalistic
within the countryside, and formal within the neighborhoods.
b. Meadow: An area available for unstructured recreation outside of a neighborhood. A meadow is naturalistic, consisting of native
plants, growing unchecked, and requiring minimal maintenance.
c. Park: A large open area available for recreation, usually located at the neighborhood edge, and fronted by buildings. Its landscape comprises
paved paths and trails, some open lawn, trees and open shelters, all naturalistically disposed and requiring limited maintenance.
d. Sports field/Stadiums: An open area or facility and its related ancillary buildings specifically designed and equipped for large-scale
structured recreation. Such fields should be confined to the edges of neighborhoods as their size is disruptive to the fine-grained network
which is required for pedestrian travel.
e. Green: A medium-sized public space available for unstructured recreation, circumscribed by building facades, its landscape consisting of
grassy areas and trees, naturalistically disposed and requiring only limited maintenance.
f. Square: A public space, seldom larger than a block, at the intersection of important streets. A square is circumscribed spatially by frontages;
its streetscape consists of paved walks, lawns, trees, and civic building all formally disposed and requiring substantial maintenance.
g. Plaza: A public space at the intersection of important streets set aside for civic purposes and commercial activities, A plaza is circumscribed
by frontages; its landscape consists of durable pavement for parking and trees requiring little maintenance. All parking lots on frontages
should be designed as plazas with the paving not marked or detailed as parking lots.
h. Community Gardens: A grouping of garden plots available for small-scale cultivation, generally to residents of apartments or other
dwelling types without private gardens. Community gardens should accommodate individual storage sheds. Community gardens are
valuable for their recreational and communal role, similar to that of a club.
i. Rooftop Gardens: Rooftop gardens are man-made green spaces on the topmost levels of building structures. They may be designed to
grow produce, provide play space, give shade and shelter, or provide a green area.
j. Playground: A small open area specifically designed and equipped for the play of small children. A playground is usually fenced and may
include an open shelter. Playgrounds should be interspersed within residential areas, a short walking distance from dwellings.
k. Dog Park: A small open area specifically designed and equipped for the play of dogs. The dog park is usually fenced and must include pet
waste disposal stations. Dog parks should be interspersed within residential areas, a short walking distance from multi-family areas.
l. Private Open Space: Patios, porches, decks, balconies, and yards that are a component of multi-family residential development.
PROJECT #19-1149.00
Per your request, Walker Consultants has performed a shared used analysis to determine the minimum amount
of parking required for the Greenville County Square development. In a large mixed-use development, it
is customary to use the concept of shared parking to determine the overall parking demand for the
project. Fluctuating patterns of demand allow different land uses to share the parking supply, thereby reducing
the total number of parking spaces and impervious area needed to support a development. By ensuring
that the development offers an appropriate parking supply for the busiest hour of the year (without an
unneeded surplus), owners are also able to maximize open space and undeveloped area.
The process of developing a shared use parking model is derived from basic demand ratios developed by
the Urban Land Institute, the Institute of Transportation Engineers, and other agencies. Base ratios are
developed by observing hourly accumulations of vehicles around standalone land uses during a standard year
(365 consecutive days) and identifying design conditions for a weekday and a weekend. At the peak hour of the
year, a comparison is made between the total number of cars parked and a key driver specific to the land use
(square footage for most land uses, rooms for a hotel, bedrooms for a residential complex, etc). The result of
this analysis yields a gross or unadjusted demand.
Several factors are applied to determine the shared demand. The first factor is a “drive ratio.” The drive
ratio represents the percentage of users arriving at the site by means other than personal vehicle. The second
factor is the “non-captive ratio.” Non-captive ratios are typically expressed as a percentage of users who
create no incremental parking demand when visiting more than one land use on the same trip. For
example, an office building employee may walk to a restaurant or retail shop during lunch. Overall, the effects
of the captive market can be significant. The use of the non-captive ratio factor ensures that patrons are not
counted twice in the overall parking demand estimate for the study area. The final and perhaps the most
significant adjustment applied to the shared use analysis is the “presence factor.” The presence factor is
expressed as a percentage of peak potential demand modified for time of day and month of year. Presence
can have a significant effect on parking demand in a mixed-use development.
|1
MEMORANDUM
GREENVILLE COUNTY SQUARE
PROJECT #19-1149.00
PROJECT OVERVIEW
The Greenville County Square is a master-planned 40-acre development located south of downtown Greenville,
SC. The center piece of the project will include a new County Government Complex with two office buildings and
a civic plaza. Other parts of the development will include a mix of land uses including residential, office,
restaurant, retail, fitness center, grocery, and a hotel. Figure 1 below shows the planned development and street
system.
|2
MEMORANDUM
GREENVILLE COUNTY SQUARE
PROJECT #19-1149.00
GT RP Greenville has indicated that the conceptual master plan will includes the following land uses and
densities as shown in Table 1 below.
PARKING REQUIREMENTS
The off-street parking requirements are outlined in the City of Greenville, SC Code of Ordinances, Section 19-6.1.3.
Table 19-6.1-1: Off-street Parking Requirements Schedule A gives the minimum spaces required and the maximum
spaces allowed for typical land uses. These requirements are given below in Table 2. Note that the County Office
Building will be parked at 1 space per 250 square feet by prior Agreement.
|3
MEMORANDUM
GREENVILLE COUNTY SQUARE
PROJECT #19-1149.00
Walker used the base ratios above to calculate the “unadjusted demand” for the Greenville County Square
development. Based on the City parking ratios, the unadjusted demand is calculated to be 6,892 spaces.
As discussed above, the “non-captive” adjustment reflects the percentage of patrons visiting the land use that are
not already present. For example, the non-captive adjustment for retail, restaurant, and grocery is 80%. That
means that 80% of these patrons are arriving from off site whereas 20% are already there from another land use,
such as office workers or residential tenants walking to a restaurant or retail shop.
The “drive ratio” adjustment reflects the percentage of patrons who drive their own car to the development. For
office users, it is assumed that 5% of the workers live close enough to walk or bike to work or take public
transportation, ride sharing, or car pool with a co-worker. For hotel users, it is assumed that 25% will arrive at the
hotel by taxi, Uber/Lyft, or other shared ride service.
The presence factor is derived from ULI tables that list the expected presence of a land use at each hour of the
day. For our analysis, it was determined that 2:00 pm is the peak hour for parking demand. For example, at 2:00
pm, it is expected that 100% of office workers will be present, whereas on 65% of the residents are there at that
same time.
Each of the adjustments above are applied to unadjusted demand to arrive at a shared parking demand for the
development. Taking the development as a whole and assuming that parking supply will be sufficiently distributed
throughout the site, the shared use peak hour parking demand is calculated to be 5,263 spaces. This is considered
to be the minimum required for the development and reflects a total shared use reduction of 23.6%. Table 3
below is a summary of the shared parking analysis.
|4
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
May 2019
CONCEPTUAL MASTER PLAN
Retail
10K Shared Parking
Extend University Street creating retail shopping -----------�F�&-'�
'
Deck C
7 Levels ' '
street +/· 1,000 sp
Shared Parking
Deck B New 5 story County Square office anchoring
Multi-use trail along Howe Street frontage ____________,, 6 Levels
+/- 1,235 sp public plaza space and corner of University
Ridge and Church Street - 250,000 sf
---94'--
5 story residential wrapping amenity --------------------"c-' �=---------------- '------------ Emergency vehicle parking along University
courtyard and parking deck +/- 380 units Residential Ridge
Parking Deck
0 25 50 100 '""
Prepared by:
TECHNICAL MEMORANDUM
I. INTRODUCTION
In early 2017, Greenville County issued a formal request for sealed proposals from
qualified real estate development teams to strategically acquire, demolish, and redevelop
up to 37.4± acres of County government-owned property located on University Ridge in
the City of Greenville, South Carolina. The County is seeking the replacement of an
Greenville County administrative office facility prior to demolishing the current structure
and developing the remainder of the site to complement and enhance economic
development investment and functionality within Downtown Greenville.
1|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
2|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
being proposed, including a new 250,000 SF municipal office complex that will house 500
Greenville County government employees. The existing county office complex will be
demolished to make room for this new redevelopment.
The fiscal impact analysis includes an examination of the major municipal revenues and
expenditures to be generated by the University Ridge project. Typically, such analyses
will include general municipal expenditures for a full range of local government services,
as well as the cost of educating children moving into the development. Because the project
is located within the City of Greenville, the project will generate revenues for the City of
Greenville, Greenville County and the Greenville County School District.
In addition, there are other local taxes and fees that will be levied on the gross revenues
of various businesses, as well as a local hospitality tax on prepared foods sold in
restaurants and hotels and a local accommodations tax on the sale of hotel rooms in
Greenville. Because the property is located within the City of Greenville, no additional
taxes or fees imposed by Greenville County apply. Other than real, motor vehicles and
personal property taxes, other County fees and taxes apply to the unincorporated portions
of Greenville County. At this early stage, it is difficult to estimate what percentage of the
fiscal impacts will be new, rather than transferred from some other parts of Greenville
County. Undoubtedly, some households and businesses currently located within the
County will chose to relocate to University Ridge. RKG’s analysis assumes that when that
occurs, other households and businesses will “backfill” the spaces that have been vacated.
A brief description of each of the major revenue sources estimated for this analysis are
contained below.
A. Municipal Revenues:
1. Real, Personal Property and Motor Vehicle Taxes - City taxpayers must pay a
millage on the assessed value of real property, personal property and motor
vehicles. That millage rate is determined by the project’s location within a specific
taxing district. For the University Ridge project, the millage rates for Tax District
500 apply and include the City of Greenville (.0853 mills plus a 0.5 mill Arena tax),
Greenville County (.0669 mills) and the school district (.1849 mills) for a total
millage rate of .3445 (Table 2). This tax rate is then applied to the property’s total
assessed value (both real, personal property and motor vehicles), which in
calculated using different assessment ratios depending on the type of property.
For example, owner-occupied residential property is assessed at 4% of appraised
value, while commercial personal property is assessed at 10.5% of appraised value
or market value.
3|Page
Table 2
Real Property Assessed Value & Taxes
University Ridge Development
TOTAL APPRAISED VALUE TOTAL ASSESSED VALUE ANNUAL PROPERTY TAX REVENUES
Total Real Total Appraised Total Real Motor Motor Other Greenville Green Co. City of
City of Greenville, SC
No. of No. of Property Value (Real, PP, Property Vehicles Vehicles Personal Total Assessed County Millage School District Greenville Total Property
Development Type Estab. Building SF Units Land Value Buidling Value Appraised Value Motor Veh) Assessed Value (Households) (Business) Property Value Rate Millage Rate Millage Rate Tax Revenue
0.06 0.06 0.105 0.105 0.0669 0.1918 0.0858 0.3445
OFFICE SPACE
Private Office Space 131 650,000 $ 26,000,000 $ 227,500,000 $ 253,500,000 $ 256,009,284 $ 15,210,000 $ - $ 263,475 $ 655,241 $ 16,128,716 $ 1,079,011 $ 3,093,488 $ 1,383,844 $ 5,556,343
County Office Space 1 250,000 $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -
RETAIL SPACE
Retail/Service/Restaurant Space 94 515,000 $ 23,175,000 $ 206,000,000 $ 229,175,000 $ 230,971,476 $ 13,750,500 $ - $ 188,630 $ 469,108 $ 14,408,238 $ 963,911 $ 2,763,500 $ 1,236,227 $ 4,963,638
HOTEL
Full-Service Hotel 1 330,000 300 $ 12,000,000 $ 115,500,000 $ 127,500,000 $ 127,519,111 $ 7,650,000 $ - $ 2,007 $ 4,991 $ 7,656,997 $ 512,253 $ 1,468,612 $ 656,970 $ 2,637,836
University Ridge Fiscal and Economic Impact Analysis
APARTMENTS
Multi-Family Units 1,340,425 1,200 $ 45,600,000 $ 321,702,000 $ 367,302,000 $ 383,909,650 $ 22,038,120 $ 980,490 $ - $ 27,947 $ 23,046,556 $ 1,541,815 $ 4,420,329 $ 1,977,395 $ 7,939,539
PARKING
Parking Structure (1,000 spaces) 1 350,000 1,000 $ 1,333,333 $ 18,666,667 $ 20,000,000 $ 20,019,111 $ 1,200,000 $ - $ 2,007 $ 4,991 $ 1,206,997 $ 80,748 $ 231,502 $ 103,560 $ 415,811
Totals 228 3,435,425 $ 108,108,333 $ 889,368,667 $ 997,477,000 $ 1,018,428,632 $ 59,848,620 $ 980,490 $ 456,118 $ 1,162,276 $ 62,447,504 $ 4,177,738 $ 11,977,431 $ 5,357,996 $ 21,513,165
Source: RocaPoint LLC and RKG Associates 2016
4|Page
March 2018
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
2. Business License Fees – The second largest revenue source for the City of
Greenville is the business license fee, which is applied to the gross sales of local
businesses. Business license fees are calculated based on the classification of the
business, and different fee rates apply to each at various revenue thresholds.
While it is too early to know precisely what types of businesses will locate at
University Ridge, RKG Associates has made several assumptions based upon the
current building program and the allocation of building square footage.
RKG estimates that roughly 227 businesses would either relocate or be created
totaling $560.5 million in annual sales subject to the City’s business license fee.1 At
buildout, it is estimated that roughly $992,562 in revenue could be raised by this
fee, with an average business license fee of $4,367 per year based on average
annual sales of $2.4 million (expressed in 2017 dollars). These averages are inflated
due to high gross sales by a small number of large companies (Table 3).
Table 3
City of Greenville
Annual Business License Fees by Business Type
University Ridge Development (Expressed in 2017 Dollars)
No. of Bus. Lic. Fee Ann Bus. Lic
Business Category Total Annual Sales Estab. Per Estab. Fees
Category 01 - General Retail $ 83,125,000 34 $ 4,347 $ 147,803
Category 03 - Personal/Business Services $ 185,005,621 100 $ 3,293 $ 330,653
Category 04 - Hotels & Restaurants $ 52,545,064 21 $ 4,510 $ 94,715
Category 05 - Professional Services $ 239,779,329 72 $ 5,833 $ 419,390
Total - Business License Fees $ 560,455,014 227 $ 4,367 $ 992,562
Source: RKG Associates, Inc., 2018
3. Local Hospitality Tax - The City of Greenville has a 2% local hospitality tax on
prepared meals and beverages in the City, and the proceeds are used for tourist-
related improvements and facilities as required by State law. The tax is levied on
restaurants, hotels and other similar facilities selling prepared food, meals and
alcoholic beverages.
1 Projected revenues do not include the new County office building, which is a tax-exempt use and does not generate
taxable sales subject to the business license fee.
5|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
$18.7 million at an Source: RocaPoint LLC and RKG Associates, Inc., 2018
occupancy rate of 66.5%
at stabilization. Total accommodations taxes are estimated at $382,292 in 2017
dollars.
B. Municipal Expenditures:
6|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
RKG Associates employed a methodology that utilized expenditure data from the
City of Greenville Comprehensive Annual Financial Report (CAFR) for year
ending June 30, 2017 and the assessed value estimates derived from the
developer’s project market values. The primary municipal expenditure included
in this analysis is public education, which is typically the largest single
expenditure item for local government and is provided by the Greenville County
school district and paid for through a local millage tax paid on real and personal
property and motor vehicles.
According to the City’s 2017 annual financial report, residential land uses in
Greenville account for a proportional share of the tax base equal to 34.3% of total
assessed value and commercial uses account for 65.7%. Since apartments are
typically considered a commercial enterprise for property assessment purposes,
the commercial tax base includes these properties.
Departmental expenses were derived from the FY 2016-17 CAFR and represent
actual spending and not budget estimates. Expenses are allocated by proportional
share. Departmental expenses are adjusted to reflect this proportional share and
efficiencies associated with the provision of government services to households in
Greenville. It should be noted that the analysis does not include the cost of
operating enterprise funds such as water and sewer, since they are enterprise
funds operated on a fee-for-service basis and therefore are expected to cover the
cost of their operations.
The projections of municipal costs on a per household basis recognize that there
are economies of scale associated with ongoing government operations, and that
the introduction of new households into the City will impact certain departments
more directly than others. Therefore, each functional element is assigned an
efficiency factor, which is a percentage that reflects the incremental costs that
would be incurred from net new households in the City. As stated previously,
RKG has not attempted to estimate the number of “net new” households would
be added to the City of Greenville due to this project. In all likelihood, some will
be new but others will be related from other parts of the City and Greenville
County.
As an example, the public safety cost categories of traffic safety, patrol services,
and investigations are likely to be more directly impacted than building and
vehicle maintenance. Similarly, fire rescue operations will be more directly
impacted than the city administration (Tables 6 and 7).
7|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
8|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
Table 6
Incremental Residential Municipal Costs Per Household
University Ridge Development (Expressed in 2017 Dollars)
Residential Adjusted
FY 2016-17 Proportional Efficiency Municipal Costs
Expense Category Actual Share @ 35% Factor by Function
Legislative/Administrative
City Attorney $950,483 $335,658 15% $ 50,349
City Clerk $175,071 $61,825 15% $ 9,274
City Coucil $155,732 $54,996 15% $ 8,249
City Manager $873,251 $308,383 15% $ 46,258
Municipal Court $1,500,961 $530,056 15% $ 79,508
Mayor $139,016 $49,093 15% $ 7,364
Non-Departmental $2,422,432 $855,468 15% $ 128,320
Public Information and Events
Office of Public Information $517,752 $182,841 15% $ 27,426
Special Events $446,699 $157,749 100% $ 157,749
Economic Development
Economic Development $744,553 $262,935 0% $ -
Building and Property Maintenance $1,547,664 $546,548 15% $ 81,982
Planning and Zoning $627,496 $221,597 15% $ 33,239
Human Resources
Human Resources $873,998 $308,647 15% $ 46,297
Occupational Health $449,470 $158,728 15% $ 23,809
Office at Management and Budget
Accounting $501,610 $177,141 15% $ 26,571
Administration $395,318 $139,604 15% $ 20,941
Revenue $834,818 $294,811 15% $ 44,222
Geographic Information Systems $364,256 $128,635 15% $ 19,295
Information Technology $2,329,603 $822,686 15% $ 123,403
Purchasing $415,846 $146,854 15% $ 22,028
Police
Administration $797,670 $281,692 15% $ 42,254
Communications $2,108,849 $744,728 15% $ 111,709
Operations $19,248,470 $6,797,484 0% $ -
Fire
Fire Administration $294,171 $103,885 15% $ 15,583
Fire Prevention $685,535 $242,093 15% $ 36,314
Fire Services $969,371 $342,328 100% $ 342,328
Fire Suppression $11,058,550 $3,905,262 100% $ 3,905,262
Public Works
Administration $1,068,597 $377,369 15% $ 56,605
Building Services $1,465,118 $517,398 50% $ 258,699
Construction Inspection $732,679 $258,741 50% $ 129,371
Engineering $842,953 $297,684 25% $ 74,421
Streets $2,080,342 $734,661 50% $ 367,330
Traffic Engineering $2,567,840 $906,818 50% $ 453,409
Downtown Infrastructure Maintenance $284,707 $100,543 25% $ 25,136
Parks and Recreation
Beautification $1,085,875 $383,470 100% $ 383,470
Community Centers $1,549,936 $547,351 100% $ 547,351
Parks and Recreation Administration $958,564 $338,511 15% $ 50,777
Park Maintenance $1,761,926 $622,214 100% $ 622,214
Rights-of-Way $624,194 $220,430 10% $ 22,043
Tree Maintenance $481,871 $170,170 10% $ 17,017
Falls Park Crew $1,090,172 $384,988 50% $ 192,494
TOTAL EXPENDITURES $68,023,419 $24,022,072 $ 8,610,070
Total Households (2017 Estimate) 29,702 29,702
Incremental Fiscal Costs Per Household $808.77 $289.88
Source: City of Greenville and RKG Associates, Inc., 2018
9|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
Table 7
Calculation of Incremental Commercial Municipal Costs Per $1,000 of Value
University Ridge Development
Commerical Adjusted
FY 2016-17 Proportional Efficiency Municipal Costs
Expense Category Actual Share @ 65% Factor by Function
Legislative/Administrative
City Attorney $950,483 $614,825 15% $ 92,224
City Clerk $175,071 $113,246 15% $ 16,987
City Coucil $155,732 $100,736 15% $ 15,110
City Manager $873,251 $564,868 15% $ 84,730
Municipal Court $1,500,961 $970,905 15% $ 145,636
Mayor $139,016 $89,923 15% $ 13,488
Non-Departmental $2,422,432 $1,566,964 15% $ 235,045
Public Information and Events
Office of Public Information $517,752 $334,911 15% $ 50,237
Special Events $446,699 $288,950 15% $ 43,342
Economic Development
Economic Development $744,553 $481,618 100% $ 481,618
Building and Property Maintenance $1,547,664 $1,001,116 30% $ 300,335
Planning and Zoning $627,496 $405,899 30% $ 121,770
Human Resources
Human Resources $873,998 $565,351 15% $ 84,803
Occupational Health $449,470 $290,742 15% $ 43,611
Office at Management and Budget
Accounting $501,610 $324,469 15% $ 48,670
Administration $395,318 $255,714 15% $ 38,357
Revenue $834,818 $540,007 15% $ 81,001
Geographic Information Systems $364,256 $235,621 15% $ 35,343
Information Technology $2,329,603 $1,506,917 15% $ 226,038
Purchasing $415,846 $268,992 15% $ 40,349
Police
Administration $797,670 $515,978 15% $ 77,397
Communications $2,108,849 $1,364,121 15% $ 204,618
Operations $19,248,470 $12,450,986 0% $ -
Fire
Fire Administration $294,171 $190,286 15% $ 28,543
Fire Prevention $685,535 $443,442 15% $ 66,516
Fire Services $969,371 $627,043 100% $ 627,043
Fire Suppression $11,058,550 $7,153,288 100% $ 7,153,288
Public Works
Administration $1,068,597 $691,228 15% $ 103,684
Building Services $1,465,118 $947,720 50% $ 473,860
Construction Inspection $732,679 $473,938 50% $ 236,969
Engineering $842,953 $545,269 25% $ 136,317
Streets $2,080,342 $1,345,681 50% $ 672,841
Traffic Engineering $2,567,840 $1,661,022 50% $ 830,511
Downtown Infrastructure Maintenance $284,707 $184,164 25% $ 46,041
Parks and Recreation
Beautification $1,085,875 $702,405 50% $ 351,202
Community Centers $1,549,936 $1,002,585 50% $ 501,293
Parks and Recreation Administration $958,564 $620,053 50% $ 310,026
Park Maintenance $1,761,926 $1,139,712 50% $ 569,856
Rights-of-Way $624,194 $403,764 10% $ 40,376
Tree Maintenance $481,871 $311,701 10% $ 31,170
Falls Park Crew $1,090,172 $705,184 50% $ 352,592
TOTAL EXPENDITURES $68,023,419 $44,001,347 $ 15,012,839
Commercial Real Property Appraised Value (2017) $ 4,256,749,909
Incremental Fiscal Costs Per $1,000 of Commercial Value $3.53
New Commercial Appraised Value (Less Apartments) $ 630,175,000
Estimated Annual Municipal Service Costs $2,222,521
Source: City of Greenville and RKG Associates, Inc., 2018
10 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
2. Education Services – Typically, the largest single municipal expenditure is the cost
of educating new students. According to the Greenville County School District,
the average cost of educating a student was $8,529 per year in FY 2016-17. This
amount does not include capital outlays ($21.5 million) or reoccurring debt service
costs ($42 million), which account for $96.6 million annually (Table 8). In FY 2016-
17, the total cost education in Greenville County was $623.6 million.
The ability of school boards to raise local revenue for operations is limited by the
state. School districts cannot assess property taxes on owner-occupied homes for
school operations. The state has set a limit on local property tax millage increases.
The maximum millage increase per year is equal to the sum of that year’s
percentage increase in county population and inflation plus any unused increases
from the prior three years. After raising the property tax millage rate in each of
the previous six years, for the 2017 fiscal year the school board did not increase the
millage rate.2 Because the housing at University Ridge is envisioned as multi-
family apartments, and are considered a commercial enterprise, they will
contribute to the payment of taxes for schools.
2
Facts & Figures on our Public Schools, Public Education Partners, Greenville County, SC, April 2017
11 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
Table 8
Public Education Expenditures (FY 2016-2017)
University Ridge Development
Capital Outlays
Efficiency and Debt School Operating
Expense Category FY 2016-17 Adjustment Service Expenditures
Instructional Services $362,047,490 100% $ - $ 362,047,490
Support Services $232,696,321 100% $ - $ 232,696,321
Community Services $1,690,274 100% $ - $ 1,690,274
Intergovernmental $27,185,377 100% $ - $ 27,185,377
Capital Outlay $21,500,059 100% $ 21,509,059 $ -
Debt Service
Principal $33,045,000 100% $ 33,045,000 $ -
Interest & Fiscal Charges $42,049,805 100% $ 42,049,805 $ -
Total - Expenditures $720,214,326 $ 96,603,864 $623,619,462
Number of Pupils 73,116 73,116
[1]Total Cost Per Pupil $9,850 $8,529
Projected Pupils Generated [1] 251
Estimated Annual Public Education Cost $2,139,845
Source: Greenville County Annual Financial Report, FY 2016-17
[1] - RKG Associates estimated based on unit mixed and Enrollment Zone 03 student pop.
[2] - School district calculates average cost per student, not including capital outlays and debt service
Table 9
Sources of Public Education Funding FY 2016-17
University Ridge Development
Source Funding
Taxes
General Operations $186,105,130
Debt Service $103,498,072
Investment Earnings $1,858,211
Other Local Sources $10,699,611
State Sources $399,653,957
Federal Sources $46,543,055
Total - Funding $748,358,036
Source: Greenville County Annual Financial Report, FY 2016-17
On the revenue side, roughly $289 million in education costs are covered through
local property taxes, which helps pay for school operations and debt service
through the school millage rate (Table 9). Approximately $12.5 million comes
from other local sources and investment income. However, the largest source of
funding comes from the State of South Carolina, which contributes almost $400
million to the cost education and the federal government contributes roughly $46.5
million annually. In real terms, the local cost of educating each student is closer
to $4,132 annually, which means that more than half the cost is paid by state and
federal education aide.
However, using the average annual cost of educating a student of $8,529, RKG
estimated the annual cost of education services based on the estimated number of
student-age children residing at the University Ridge development at buildout.
Based on RKG’s apartment mix assumptions, the average household size is
projected to be smaller on average (1.86 persons per household) than the typical
12 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
household located within school enrollment zone 03, which is estimated at 2.32
persons in 2017.3 This will naturally result in fewer school-age children on
average. The smaller household size is largely due to the mix of apartments, which
are predominantly (86.5%) 1- and 2-bedroom units. In addition, the monthly rents
are expected to be at the top of the Greenville market and will likely attract fewer
families than other more affordable housing options within the City or County.
Since the household size is expected to be smaller than the average zone 03
household, RKG calculated the number of school-age children per/100
population. In 2017, 16,034 students were enrolled in zone 03 schools; an area with
an estimated population of 135,672. This equates to roughly 11.82 students per
hundred population. If this average is then applied to the estimated population
of University Ridge at buildout (2,123 pop.), it results in roughly 251 school-age
students or .22 students per occupied unit. Based on these estimates, the annual
cost of education services is approximately $2.1 million per year in 2017 dollars
(Table 8).
Net fiscal impacts refer to the difference between municipal revenues and expenditures
generated by the proposed University Ridge development. Based on RKG’s assumptions,
it is estimated that annual net fiscal benefits could approach nearly $17.7 million at
buildout. This fiscal benefit will be shared between the City of Greenville, Greenville
County and the Greenville County School District (Table 10).
Approximately 92% of municipal revenues are derived from real, personal property and
motor vehicle taxes. This is driven by the project’s $1 billion appraised value at buildout.
Although the analysis reflects the project at full operating stabilization, it should be noted
that University Ridge development will be constructed over several phases and could take
years to reach buildout and stabilized occupancy. Other revenues from business license
fees, local accommodation and hospitality taxes are estimated at nearly $2 million
annually.
Most of real and personal property taxes accrue to the Greenville County School District,
which generates nearly $12 million annually, followed by the City of Greenville ($7.2
million) and Greenville County at $4.2 million. Due to its location, the City of Greenville
will provide all municipal services to the development. As described previously, the
County School District will provide education services within school enrollment zone 03,
which covers much of the central and urban portion of Greenville County and the City of
Greenville. The annual net fiscal benefit generated by the University Ridge development
is estimated at $17.7 million after covering nearly $5.8 million in municipal service costs.
13 | P a g e
Table 10
Annual Municipal Revenues, Expenditures & Net Fiscal Impacts
University Ridge Development
Assessed Value Greenville Green Co. City of Real & PP Tax
MUNICIPAL REVENUES Building SF No. Units [1] County School District Greenville Revenues
REAL & PERSONAL PROPERTY TAX REVENUES/(Millage Rates) 0.0669 0.1918 0.0858 0.3445
OFFICE SPACE
Private Office Space 650,000 $ 16,128,716 $ 1,079,011 $ 3,093,488 $ 1,383,844 $ 5,556,343
City of Greenville, SC
14 | P a g e
March 2018
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
The following section details the economic impacts associated with the proposed
University Ridge development. The impacts include both construction as well as
permanent operations at buildout. RKG obtained building construction and real estate
market value estimates provided by RocaPoint to complete this analysis and has not
independently verified this information. All gross annual business sales estimates were
prepared by RKG Associates based on reasonable assumptions about the types of
businesses that would locate at the development. However, they do not represent the
developer’s intentions in terms of future leasing commitments. All monetary values are
expressed in 2017 dollars. The economic impacts were calculated using the IMPLAN V.3
model.
IMPLAN V.3 is a widely-accepted and utilized software model that was first developed
in 1972 in connection with the Rural Development Act of 1972. At the heart of the model
is an input-output dollar flow matrix. For a specified region, the input-output table
accounts for all dollar flows between different sectors of the economy. Using this
information, IMPLAN models the way a dollar injected into one sector is spent and re-
spent in other sectors of the economy, generating waves of economic activity, or so-called
“economic multiplier” effects. The model uses national industry data and county-level
economic data to generate a series of multipliers, which in turn estimate the total economic
implications of economic activity. At the heart of the model is a national input-output
dollar flow table called the Social Accounting Matrix (SAM). Unlike other static input-
output models, which just measure the purchasing relationships between industry and
household sectors, SAM also measures the economic relationships between government,
industry, and household sectors, allowing IMPLAN to model transfer payments such as
unemployment insurance to estimate the economic impacts. For this analysis, RKG
Associates obtained the IMPLAN model data for the Greenville County, South Carolina
economy for the most current data year of 2017.
IMPLAN combines this data to generate a series of type-SAM multipliers for the local
economy. The multiplier measures the amount of total economic activity that results from
an industry (or household) spending an additional dollar in the local economy. Based on
these multipliers, IMPLAN generates a series of tables to show the economic event’s
direct, indirect, and induced impacts to gross receipts, or output, within each of the
model’s 500 industries.
• Direct Impacts - Direct impacts refer to the dollar value of economic activity
available to circulate through the economy. In the case of the University Ridge
analysis, the direct impacts are equal to the estimated construction costs and
15 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
• Indirect Impacts - The indirect impacts refer to the “inter-industry impacts of the
input-output analysis.” In the University Ridge example, indirect impacts result
from spending by employees working at businesses located in the development
such as office tenants, retail stores, restaurants, etc., as well as business spending
on goods and services to retail establishments, restaurants, personal service
providers, and other firms. These businesses then use the payments they receive
to buy equipment and supplies, rent space, pay their employees, etc. These
expenditures have an impact on the economy.
C. Construction Activities
Table 11 breaks out the total construction cost associated with the University Ridge
development, which include building construction of 3.4 million SF of building space,
demolition of existing structures and site preparation costs to install underground
infrastructure and construct a new street network on the site. The total cost of
construction estimated by RocaPoint, LLC is $721.3 million. The largest share of
construction spending ($446.7 million/61.9%) is associated with 1.7 million SF of
commercial space, which includes retail, office and other uses.
16 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
Table 11
Building Development Program
University Ridge Redevelopment
(Expressed in 2017 Dollars)
Avg. Unit Construction Construction Construction
Building Type Units Bldg. SF Size/GSF Value (CV) Value/Unit Value/SF
Building Construction [1]
Multi-Family Residential 1,200 1,340,425 1,117 $ 221,170,125 $ 184,308 $ 165.00
Retail/Services/Entertainment 41 440,000 10,732 $ 117,990,000 $ 2,877,805 $ 262.20
Restaurants 20 75,000 3,750 $ 19,665,000 $ 983,250 $ 262.20
Private Office Space 82 650,000 7,973 $ 163,150,000 $ 2,001,256 $ 251.00
County Office Space 1 250,000 250,000 $ 65,000,000 $ 65,000,000 $ 260.00
Hotel 300 330,000 715 $ 80,850,000 $ 269,500 $ 245.00
Parking Garage 1,000 350,000 350 $ 15,000,000 $ 15,000 $ 42.86
Subtotal -Building Construction 3,435,425 $ 682,825,125
Site Development Costs [1]
Building Demolition 447,740 $ 3,134,180 $ 7.00
Infrastructure $ 35,381,615
Subtotal - Site Development $ 38,515,795
Grand Total - All Building & Site $ 721,340,920
Notes: [1] - includes both hard & soft costs
1. Construction Impacts – Table 12 shows the output of the IMPLAN model in four
categories of impacts: (1) Employment, (2) Labor Income, (3) Value Added and (4)
Output.
17 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
For the University Ridge project, the value added for construction activities is
projected at roughly $654.4 million, with $426.1 million in direct value added.
18 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
19 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
20 | P a g e
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
May 2019
Engineering Division
December 3, 2018
Joe Bryant
508 Rhett St., Suite 101
Greenville, SC 29601
This letter shall serve as notification that the City of Greenville has sufficient capacity to accept
this wastewater into the City wastewater utility system. Acceptance of this flow is contingent
upon acceptance of waste for treatment by Renewable Water Resources (ReWa), issuance of
Permits to Construct and Operate the wastewater system by the South Carolina Department of
Health and Environmental Control (SCDHEC), and adequate completion of a mandatory one-
year warranty period.
Once the above conditions have been met, the wastewater system will be accepted for
ownership by the City of Greenville and will become part of the City's wastewater system for
operations and maintenance.
This flow availability letter shall be valid until December 3, 2019. Please contact me if you have
any questions.
Sincerely,
Legend
City of Greenville
Private
Decommissioned
Private - Surveyed
Unknown - Surveyed
Decommissioned
200 0 100 200Feet This map is user generated from the City of Greenville's MapIT 2.0 intranet mapping site and is for Notes
general reference only. Data layers that appear on this map may or may not be accurate, current, or 1: 1,200
otherwise reliable and should be appropriately used with caution. Contact the GIS Division for all This map was automatically generated using Geocortex Essentials.
NAD_1983_HARN_StatePlane_South_Carolina_FIPS_3900_Feet_Intl
© City of Greenville, SC Date Created: 12/3/2018 questions pertaining to the MapIT 2.0 program and data.
March, 18 2019
Haley Jamison
Re:
In response to your request, natural gas is or can be made available to the above mentioned
property in Greenville, South Carolina. Please have business owner contact me with specific
natural gas needs (total connected BTU/CFH of natural gas equipment) to determine if any
costs are applicable.
If I can be of further assistance to you, please do not hesitate to contact me. I may be
reached at (864) 286-7900.
Thank You
Jay Lester
Commercial Sales
Greenville, South Carolina
(864) 286-7900
Email: jay.lester@duke-energy.com
x PME2019-025
x x
x x
5/16/19
County Square
Legend
City of Greenville
Private
Decommissioned
Private - Surveyed
Unknown - Surveyed
Decommissioned
200 0 100 200Feet This map is user generated from the City of Greenville's MapIT 2.0 intranet mapping site and is for Notes
general reference only. Data layers that appear on this map may or may not be accurate, current, or 1: 1,200
otherwise reliable and should be appropriately used with caution. Contact the GIS Division for all This map was automatically generated using Geocortex Essentials.
NAD_1983_HARN_StatePlane_South_Carolina_FIPS_3900_Feet_Intl
© City of Greenville, SC Date Created: 12/3/2018 questions pertaining to the MapIT 2.0 program and data.
Engineering Division
December 3, 2018
Joe Bryant
508 Rhett St., Suite 101
Greenville, SC 29601
This letter shall serve as notification that the City of Greenville has sufficient capacity to accept
this wastewater into the City wastewater utility system. Acceptance of this flow is contingent
upon acceptance of waste for treatment by Renewable Water Resources (ReWa), issuance of
Permits to Construct and Operate the wastewater system by the South Carolina Department of
Health and Environmental Control (SCDHEC), and adequate completion of a mandatory one-
year warranty period.
Once the above conditions have been met, the wastewater system will be accepted for
ownership by the City of Greenville and will become part of the City's wastewater system for
operations and maintenance.
This flow availability letter shall be valid until December 3, 2019. Please contact me if you have
any questions.
Sincerely,
Nina, I had told Lucas but right now we are unsure about restaurants and locations as well as other amenities like pools
but we need to make sure capacity. We will work through the grease traps and such as we phase. Thanks!
From: Joe Bryant <JBryant@SeamonWhiteside.com>
Sent: Monday, December 3, 2018 8:29 AM
To: Lucas T. Bryson <lbryson@greenvillesc.gov>; Durvin Hill <dhill@greenvillesc.gov>
Subject: RE: County Square Redevelopment
1
Nina Hallissy
See attached documents and info below. Hazen / Carper will be doing a TM but this is a summary of what has been
done to date.
From: Lauren Carper [mailto:lauren@carpercivilconsulting.com]
Sent: Thursday, April 11, 2019 2:43 PM
To: Jason Gillespie <jasong@re‐wa.org>; Martin, Emma <emartin@hazenandsawyer.com>
Subject: MR Model ‐ Long Branch scenario summary
Jason/Emma,
The following is a summary of the Long Branch evaluation and additional results from our conference call on Friday April
5.
Model updates:
1. Using the W&S model as the base, we added the improvements from Black & Veatch’s Unity Park Trunk Sewer
plans dated February 2019.
2. The Long Branch section (from manhole 400C‐805 to the Unity Park connections) was modeled with existing
pipe sizes. The Weston & Sampson CIP improvements to those sections were removed from the model, but
they are in the model from the Shelton Road connection to the Unity Park improvements.
3. The Node Inputs from 2015 were compared to the new flows from Jason (2/28/19 email) as well as the
Proposed Developments layer in GIS. Model flows for the 2035 Babbitt Scenario were updated accordingly. This
resulted in a flow increase during the 2035 Babbitt scenario of 427,344 gpd (Long Branch only).
4. County Square flows added to manhole 400C‐194. 2035 ADF = 592,750 gpd. 2035 Peak (Babbitt) = 1,683,410
gpd.
5. NGU flow of 0.35 mgd added to Shelton Rd pump station for 2035 scenarios.
6. Marietta WRRF flows from B&C report added to 400C‐769B.
7. Added 250,000 “redevelopment flow” to manhole 400C‐81B
8. Adjusted weir height at tunnel diversion structure per final tunnel plans from B&V
9. Model update does not include wet weather flows.
Model results:
See attached table for available capacity within the Long Branch segments. The area of improvements shows available
capacity at both river crossings (400C‐232‐231 and 400C‐80C‐80B). I have also attached the profiles of the improved
segments, and the profiles of the model from the Shelton Rd pump station connection to the Cleveland Park area.
Summary of County Square development (flows are MGD, and the tunnel is carrying a peak of 4.6 MGD during the
Babbitt scenario, 0 during ADF):
Pipe
Capacity 2035 ADF peak flow 2035 Babbitt peak flow
1
pre post pre post
400C‐194‐193 32.558 11.503 12.139 28.294 29.958
Only issue outstanding are the inverts at the upstream Unity Park connection. The model has a reverse slope between
400C‐119A and 400C‐366, which is affecting the balance of flow in the downstream parallel pipes (see profile MH 400C‐
374X to 400C‐112A on page 6 compared to the relief sewer below it).
I hope this helps. Please let me know if you have any questions or need additional clarification.
Thank you,
Lauren
Lauren Carper, PE
Carper Civil Consulting, LLC
2547 Josiah St
Charleston, SC 29492
843-566-2317
2
March 14, 2019
County of Greenville
301 University Ridge Suite 200
Greenville SC 29601
Your new mixed use development, located at University Ridge Greenville, SC 29601
0069000300300, 0069000300303, 0069000300301, 0091010200100, 0091010100100,
0091010700100 and 0091010700200 is in Charter Spectrum’s footprint for video, internet and
voice services. Absent of any unforeseeable adverse circumstances or conditions including any
force majeure events outside of Charter’s control, and upon completion of a mutually agreed
upon Service Agreement, Charter Communications will be able to extend its plant to provide
service to your project.
We will need to work with your representatives on an Access Agreement, for your project. We
will need this Agreement executed prior to Charter beginning our construction phase for the
project.
Sincerely,
Sharon Collins
Sharon Collins | Sr. Account Executive, Spectrum Community Solutions | 864.887-7231
1511 S. Batesville Rd. | Greer, SC 29650 | www.charter.com/mdu
UNIVERSITY RIDGE
TRAFFIC IMPACT STUDY
Greenville, South Carolina
Prepared for
GTRP Greenville, LLC
Prepared by
May 2, 2019
ii
Table of Contents
Subject Page
Signature Page................................................................................................................................................................ i
Introduction.....................................................................................................................................................................4
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
iii
List of Figures
Figure Page
Figure 5 – 2026 Reassigned No Build Morning Peak Hour Traffic Volumes and Adjustment for Internal ....................................... 13
Figure 6 – 2026 Reassigned No Build Afternoon Peak Hour Traffic Volumes and Adjustment for Internal .................................... 14
Figure 7 – Primary External Morning Peak Hour New Site Trips .................................................................................................... 16
Figure 8 – Primary External Afternoon Peak Hour New Site Trips .................................................................................................. 17
Figure 9 – Pass by External Afternoon Peak Hour New Site Trips ................................................................................................. 18
Figure 12 – 2026 Build Morning Peak Hour Traffic Volumes Reassigned for Mitigation ................................................................. 21
Figure 13 – 2026 Build Afternoon Peak Hour Traffic Volumes Reassigned for Mitigation .............................................................. 22
List of Appendices
Subject Appendix
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
iv
List of Tables
Table Page
Table 6 – Capacity Analyses Results – Signalized and Unsignalized Intersection – Existing Geometry
Augusta Street/Field Street ............................................................................................................................................. 26
Table 7 – Capacity Analyses Results – Unsignalized and Signalized Intersection – Existing Geometry
Augusta Street/Bradshaw Street ..................................................................................................................................... 27
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
v
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
UNIVERSITY RIDGE TRAFFIC IMPACT STUDY
Greenville, South Carolina
May 2, 2019
Executive Summary
University Ridge is a mixed-use development located between Church Street and Howe Street in downtown
Greenville as shown in the master plan and site location aerial in Appendix A. There have been several iterations
of the master plan, and there may be more. The site trips and analyses in this report are based on the January
2019 plan. The plan shown in Appendix A is the February 2019 plan. While the general layout of the plan
remains consistent, as shown below, there have been minor changes between the plans. However, it would not
be productive to revise all site trips and analyses for these small changes. The uses planned on the site are:
- County office - 250,000 square feet – same in January and February master plans
- Other office – 1,000,000 square feet – same in January and February master plans
- Hotel – 350 rooms – changed to 150 rooms with 120 loft offices
- Residential – 1500 units – generally five to eight stories – same in January and February plans
- Retail – 296,000 square feet – changed to 300,000 square feet in February plan
This study is based on the County office occupied by 2020 with full build out expected in another five years –
2025. These dates may also change slightly as the project proceeds. The findings of this study are:
- These intersections currently operate acceptably and can continue to do so with 2026 no build
volumes, but the LOS goes to E of F with the addition of new site trips. The recommended
mitigation for each intersection is identified:
• Augusta Street/River Street/Main Street – With the addition of new site trips, the
intersection will go to LOS E/F. With a change from pretimed to actuated operation
(with ped recall so that all peds are served every cycle) as mitigation, the
intersection can operate acceptably with 2026 build volumes.
• Church Street/Haynie Street/Pearl Avenue - With existing signal operations, the
northbound left will operate with high delay. This operation indicates a left turn phase will
be needed. As mitigation, that phase was added, the cycle length matched to the
cycle length at University Ridge, and the intersection was modelled as coordinated.
In addition, to give more capacity for eastbound to northbound lefts out of the site,
dual lefts were tried as mitigation for University Ridge/Church. The intersection will
still operate acceptably overall with this mitigation and 2026 build volumes. New required
storage is 200-250 feet for the eastbound dual left and an increase from 150 to 250 feet for
the northbound left.
• Haynie Street/Howe Street – With the addition of new site trips, the side street will go to F
with delay beyond what would be considered acceptable. As Mitigation 1, addition of a
southbound left turn lane (550 feet) and westbound right turn lane (100 feet)
(frontages are currently vacant) were considered, but the delay for the southbound left will
still be high. Given the shift in primary movements at this intersection, realignment
with Haynie/Howe as the through movement (westbound left turn lane of 100 feet at
Haynie) was considered as Mitigation 2. This realignment shifts the higher traffic
volumes away from the existing single-family homes to the west but requires more right of
way. Operation of the intersection includes only one LOS E, and that delay is close to LOS
D.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
2
- With the addition of new site trips, these intersections will continue to operate acceptably overall or
with reasonable delay for a side street at an unsignalized intersection during a peak hour:
• Augusta Street/University Street/Driveway – The westbound left/though already operates
at LOS E but goes to E with build volumes. Making the westbound movement right out
only will eliminate LOS F at this intersection.
• Augusta Street/Field Street - To address delay at Bradshaw, Mitigation 1 considered
moving the signal at Field to Bradshaw. The Field intersection can operate acceptably
without a signal. Mitigation 2 considered a Howe Street extension to intersect
Augusta at Field. The new four-way intersection could operate acceptably as a four-way
intersection with build volumes. If the extension is pursued the required new storage is
250 feet for the westbound right and 200 feet for the southbound left.
• Augusta Street/Bradshaw Street - Although the 2026 build delay is reasonable for a side
street at an unsignalized intersection during a peak hour, two mitigations were considered.
First, moving the signal at Field to Bradshaw was considered as Mitigation 1. The
intersection can operate acceptably as a signalized intersection with 2026 build volumes.
An extension of Howe Street to make Haynie/Howe the through movement was
considered as Mitigation 2. The new four-leg intersection at Field can operate
acceptably with build volumes.
• Augusta Street/Vardry Street - In order to accommodate the signalization of Bradshaw
in Mitigation 1, the overall LOS will go to D in the morning, but the increase in overall
delay will only be one second per vehicle.
• Augusta Street/Harris Street - Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour with 2026 build volumes, a right turn lane of
150 feet on Harris was considered as Mitigation 1 because the corner parcel is
underutilized. Provision of that right turn lane will eliminate LOS E at the intersection with
2026 build volumes.
• Augusta Street/Claussen Avenue - Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, mitigation of signalization was
considered. The intersection can operate acceptably overall under signal control with
2026 build volumes.
• Augusta Street/Dunbar Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is
signalized (Mitigation 1), Synchro indicates that delay at Dunbar will change to LOS D in
the morning.
• Augusta Street/Haynie Street/Augusta Walk Way – No mitigation recommended.
• University Ridge/Cleveland Street – No mitigation recommended.
• Church Street/Washington Street – This intersection will go from LOS C to D in the
afternoon with 2026 build volumes. Because the intersection can operate at LOS D overall
with 2026 build volumes, no mitigation is recommended at this intersection.
- Augusta Street/Thruston Avenue/Driveway - With the addition of site traffic both side streets will
operate at LOS F in the afternoon, and the delay for westbound will be higher than could be
considered reasonable. As discussed previously, Mitigation 1 includes signalization of
Claussen. The left turn site trips originally assigned to Thruston were moved to Claussen.
With that change, operation is closer to that with no build volumes.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
3
- Church Street/Mills Avenue/Augusta Street - This intersection currently operates at LOS D overall,
and with 2026 no build volumes, the overall LOS will be E. With the addition of new site trips, the
overall LOS will go to F. Running this intersection coordinated with Pearl/Haynie and with a
longer cycle length was considered as Mitigation 1. That operation will provide a LOS
equivalent to no build in the afternoon. There will still be a difference in the morning between the
LOS E with no build and LOS F with build, but the delay will be less with mitigation than with
existing operations.
- Church Street/University Ridge - The mitigation considered for this intersection is to add more
capacity for the eastbound to northbound left at Haynie/Church. This intersection can operate
at the no build LOS with that mitigation. New required storage is 300 feet for eastbound right and
300-350 feet each for the two eastbound lefts.
- Church Street/East North Street - Because the southbound lefts are low, mitigation of
prohibiting that left was considered as Mitigation 1. That change will reduce delay but will not
change the LOS. The left turn prohibition does allow a helpful change at Beattie. The left turn
prohibition should be adopted as a last resort because it will affect access to one or two properties
that face East North between Manly and Williams.
- Church Street/Beattie Place - With Mitigation 1 at East North, the northbound left on Church at
Beattie can be converted to a dual left. The intersection can operate at LOS D overall during
both peak hours with northbound dual lefts and 2026 build volumes.
- Church Street/County Garage - This intersection can operate acceptably as right in/right out with
2026 build volumes.
- Internal Intersection - This intersection will be located about 650 feet from Church. These lanes are
recommended:
• Eastbound – left/through/right
• Westbound – left (150-200 feet), through, right (200 feet)
• Northbound – left/through, right (250 feet)
• Southbound – dual lefts (full block storage), through/right
With a signal and a single left out of the garage, the westbound queue on University Ridge is
estimated to be 556 which is most of the distance between this intersection and Church. With dual
lefts out of the garage, the westbound through queue is estimated to be 453 feet. Therefore, the
dual lefts out of the garage should be provided.
• Mitigation Measures Where Lane Additions are Impractical - At several intersections in the study
area, mitigation is required, but lane additions are impractical. In those cases, the only mitigation
which is reasonable is mitigation reduces external trips during peak hours produced by the
University Ridge development. The reason the potential for reducing site trips is a reasonable
mitigation tool is that the site is currently held by one owner and sales agreements can incorporate
external trip reduction. In addition, the County will still be a primary employer and can adopt
measures to reduce external trips. Measures that reduce external trips should be employed such
as:
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
4
• Incentives for carpooling with guaranteed rides home (should one person in a carpool have
to leave early) using ride sharing services such as Uber and Lyft at employer’s expense
• Flexible work hours
• Incentives to live on site and walk to work such as a monthly stipend to account for an
employee walking to work
• Incentives to increase internal trips such as coupons for breakfast or dinner at on site
restaurants or coupons for retail on site. For instance, if one of the retail elements on site
is a fitness club, reduced price memberships could be offered to those who work on site.
Introduction
University Ridge is a mixed-use development located between Church Street and Howe Street in downtown
Greenville as shown in the master plan and site location aerial in Appendix A. There have been several iterations
of the master plan, and there may be more. The site trips and analyses in this report are based on the January
2019 plan. The plan shown in Appendix A is the February 2019 plan. While the general layout of the plan
remains consistent, as shown below, there have been minor changes between the plans. However, it would not
be productive to revise all site trips and analyses for these small changes. The uses planned on the site are:
- County office - 250,000 square feet – same in January and February master plans
- Other office – 1,000,000 square feet – same in January and February master plans
- Hotel – 350 rooms – changed to 150 rooms with 120 loft offices
- Residential – 1500 units – generally five to eight stories – same in January and February plans
- Retail – 296,000 square feet – changed to 300,000 square feet in February plan
This study is based on the County office occupied by 2020 with full build out expected in another five years –
2025. These dates may also change slightly as the project proceeds.
Purpose of Study
The purpose of this study is to meet the requirements of the City of Greenville in the development approval
process and the South Carolina Department of Transportation (SCDOT) in the encroachment permit process.
The study intersections are listed below:
- Augusta Street (SC 20)/River Street (S-664)/Main Street
- Augusta Street/University Street/driveway
- Augusta Street/Field Street
- Augusta Street/Bradshaw Street
- Augusta Street/Vardry Street
- Augusta Street/Harris Street
- Augusta Street/Claussen Street
- Augusta Street/Thruston Street/driveway
- Augusta Street/Dunbar Street (S-490)
- Augusta Street/Haynie Street (S-494)/Augusta Walk
- Haynie Street/Howe Street
- Church Street/Mills Avenue (US 29)/Augusta Street
- Church Street/Pearl Avenue/Haynie Street
- Church Street/University Ridge (S-438)
- University Ridge/Cleveland Street (S-76)
- Church Street/Washington Street (S-1077)
- Church Street/East North Street (SC 183/I-385))
- Church Street/Beattie Place (SC 183)
- Church Street/County Garage
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
5
The study periods are the traditional morning and afternoon peak periods. The study year is build out plus one
year. Build out is expected by 2025. Therefore, the study year is 2026.
Existing Conditions
In the study area, Church Street is a five-lane/four-lane road with a raised median between intersections. All of
the study intersections on Church are signalized, and these are the turn lanes on Church at the study
intersections:
- At Augusta – northbound left and southbound dual left
- At Haynie/Pearl – northbound and southbound lefts
- At University Ridge – northbound and southbound lefts and southbound right
- At Washington – northbound right and southbound left and right (no left turn northbound)
- At East North – northbound right and southbound left (no left turn northbound and no right turn
southbound due to one-way East North at this location)
- At Beattie – northbound left (no left turn southbound and no right turn northbound due to one-way
Beattie)
Augusta/River is a four-lane road that changes to three lanes to the north at Dunbar. The signalized study
intersections on Augusta/River are Main, Field, Vardry, Dunbar, and Church/Mills. There are exclusive left turn
lanes or two-way left turn lanes on Augusta at every study intersection except northbound at Augusta Walk,
northbound and southbound at University, and northbound and southbound at Main (no left turn allowed
northbound and southbound at Main). There are right turn lanes northbound and southbound at Main. There is a
right turn lane southbound at Field, but it may not be maintained in future streetscape projects. Therefore, it was
not considered in this study.
University Ridge is a five-lane road that narrows to two lanes on either end in the study area. Its intersection with
Cleveland is signalized, and there are left turn lanes eastbound and westbound at Church (dual lefts eastbound)
with a right turn lane eastbound at Church.
Washington is a three-lane street with left turn and right turn lanes on both approaches to Church. East North
and Beattie are a one-way pair that form I-385 to the east. Eastbound at Church, the approach lanes on E North
are left, through, through, and through/right. Westbound on Beattie the approach lanes are left, left/through,
through, through, and through/right.
Dunbar is a five-lane road, and its two approach lanes at Augusta serve as left and right turn lanes. Vardry is a
three-lane street in the study area with the middle lane serving as a left turn lane at Augusta and the outside lane
serving as a right turn lane. All other streets in the study area are two-lane with these turn lanes: a short right
turn lane on University at Augusta and eastbound and westbound left turn lanes at Church on Pearl/Haynie.
Speed limits are 25 or 30 on all streets except Church, Dunbar, and Beattie on which the speed limits are 35
miles per hour.
Turning movement counts were conducted at the study intersections in October 2018 while public schools were in
regular session. The counts were conducted during the time periods of 7:00 – 9:00 a.m. and 4:00 – 6:00 p.m.
and are included in Appendix B. The peak hour volumes were identified and are shown in Figures 1 and 2 for the
morning and afternoon peak hours, respectively.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
8
No build traffic is the traffic that would be at the study intersections in the future without the proposed
development. No build traffic is made up of existing traffic and any increase or decrease in volumes which might
occur from general growth trends in the surrounding area or from nearby specific developments. One way to
estimate background traffic growth is to examine historical SCDOT traffic volumes. As shown in Table 1, SCDOT
has annual traffic count stations at many locations near the study intersections. Between 2009 and 2017, traffic
volumes went up and down as did volumes at many stations across South Carolina due to the economic
downturn at the beginning of this period. It is reasonable to use the growth that occurred between 2011 and 2017
as representative of recent traffic volume growth.
During that period the sum of traffic volumes grew 0.1%. However, volumes have just recently exceeded
2011/2012 volumes. Therefore, some background traffic growth must be accounted for, and one percent per
year was used. 2018 existing peak hour traffic volumes were increased by one percent per year for eight years,
and the 2026 no build peak hour traffic volumes are shown in Figures 3 and 4 for morning and afternoon peak
hours, respectively.
Table 1
HISTORICAL SCDOT TRAFFIC COUNTS
University Ridge Traffic Impact Study
Greenville, South Carolina
Location (Station #) 2017 2016 2015 2014 2013 2012 2011 2010 2009
Church N of E North (#147) 22,800 17,000 15,900 15,700 16,900 16,900 16,500 17,200 15,800
Church S of Washington (#145) 32,000 25,000 25,000 24,500 23,700 26,700 29,200 27,800 28,800
Church S of Pearl (#143) 24,800 26,200 26,300 24,000 25,600 25,600 25,000 23,900 24,900
Church S of Augusta (#141) 21,100 23,100 22,700 19,700 19,700 21,300 21,400 20,900 22,000
Augusta S of Dunbar (#129) 18,500 17,700 18,300 16,500 16,100 17,400 17,900 16,600 17,800
Augusta SE of Church (#833) 18,300 19,600 21,100 19,700 19,700 20,500 20,100 19,200 20,500
University Ridge W of Church (#716) 10,300 10,400 8,800 9,500 10,200 9,400 10,900 9,600 10,300
Haynie E of Augusta (#741) 2,300 2,200 1,250 1,250 1,050 1,250 1,200 1,100 1,250
Washington E of Church (#813) 8,600 9,300 9,400 9,000 8,100 9,300 8,500 8,800 8,600
E North E of Beattie split (#827) 36,800 36,800 37,000 41,200 40,200 45,800 44,700 43,800 41,600
Beattie W of Church (#240) 12,900 12,800 13,400 11,500 11,200 13,500 11,900 12,900 11,800
Total in thousands 208.4 200.1 199.15 192.55 192.45 207.65 207.3 201.8 203.35
Proposed Site
Trip Generation – While all trip generation information was taken from the 10th Edition of Trip Generation, Institute
of Transportation Engineers (except as noted), this site is a hybrid between the suburban data and the dense
multi-use urban data in that reference. While the function and location of the development will be more like the
dense multi-use urban sites described in Trip Generation, it cannot be ignored that at these sites “The area is
served by significant transit (either rail or bus) that enables a high level of transit usage to and from area
development.” Such service is not available at this site. Therefore, information from Trip Generation for a dense
multi-use urban site cannot be used for University Ridge. However, it must be recognized that there will be
significant internal trips.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
11
The land uses in Trip Generation relating to residential and office are relatively straight forward, and information
regarding varying densities of multi-family is now available. The land use in University Ridge which is not
reflected very well in Trip Generation is retail. The only general retail land use is Shopping Center in a suburban
location. Given the vision for the site, the location of the site, and the review level by the City of Greenville that
will be in place for this site, it is obvious that this trip generation information for a suburban shopping center will
overstate the trip generation of the retail on this site. However, there is no other relevant land use in Trip
Generation. Therefore, the Trip Generation information will be used, but several extra steps will be undertaken to
attempt to better reflect the actual trip generation on this site.
Second, using information from Trip Generation, the trip generation for the site was calculated as shown below.
• Office (General office – Land Use Code 710) – independent variable is 1000 square feet
• Morning Peak Hour of Adjacent Street Traffic: T=0.94X+26.49 = 791 – 86% enter = 680, 14%
exit = 111
• Afternoon Peak Hour of Adjacent Street Traffic: Ln(T)=0.95LnX+0.36 = 834 – 16% enter = 133,
84% exit = 701
• Hotel (Business hotel- Land use Code312) – independent variable is rooms
• Morning Peak Hour of Adjacent Street Traffic: T=0.35X+4.40 = 127, 42% enter = 53, 58% exit
= 74
• Afternoon Peak Hour of Adjacent Street Traffic: 0.32X = 112, 55% enter = 62, 45% exit = 50
• Residential (Multifamily Housing (Mid-Rise)-Land Use Code 221)–independent variable is dwelling units
• Morning Peak Hour of Adjacent Street Traffic: LnT=0.98LnX-0.98 = 483 - 26% enter = 126,
74% exit = 360
• Afternoon Peak Hour of Adjacent Street Traffic: LnT=0.96LnX-0.63 = 596 – 61% enter = 363,
39% exit = 233
• Retail (Shopping Center – Land Use Code 820) – independent variable is 1000 square feet
• Morning Peak Hour of Adjacent Street Traffic: T=0.5X + 151.78 = 300 - 62% enter = 186, 38%
exit = 114
• Afternoon Peak Hour of Adjacent Street Traffic: T=0.74LnX +2.89 = 1213 - 48% enter = 582,
52% exit = 631
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
12
Third, internal trips were accounted for. The 3rd Edition of the Trip Generation Handbook includes a methodology
for estimating internal trips. However, it includes an estimate of vehicle occupancy which would just be a guess
at this point in this development. Therefore, the methodology from the 2nd Edition was used, and the worksheet is
included in Appendix C. The external trips from that worksheet are shown in Table 2. It is obvious that there will
be internal trips during the morning peak hour, but no data regarding those trips is available with this
methodology. Therefore, it is likely that morning peak hour external trips are overstated.
Fourth, some of the retail trips will go into and out of the site while “passing by”. The 3rd Edition of the Trip
Generation Handbook contains data that indicates that the afternoon peak hour pass-by percentage is 34
percent. Using that percentage, the pass by trips in Table 2 were calculated.
Table 2
NEW EXTERNAL TRIP GENERATION
University Ridge Traffic Impact Study
Greenville, South Carolina
Office – 813,000 square feet 680 111 791 114 682 796
Hotel – 350 rooms 53 74 127 62 50 112
Residential - 1500 units 126 360 486 280 181 461
Retail – 296,000 square feet 186 114 300 342/176 354/182 696/358
Total 1045 659 1704 798/176 1267/182 2065/358
Finally, it was assumed that at least a right in/right access to the County garage would be allowed on Church
Street, and some of the existing trips were reassigned to that access as shown in Figures 5 and 6 for morning
and afternoon peak hour, respectively. Also, some recognition that some of the trips already coming into and out
of the site will be internal trips is required. Because the internal trip percentage in Appendix C is 13 percent, it
was assumed that the existing trips into and out of the site will be reduced by 10 percent, and that reduction is
also shown in Figures 5 and 6.
Despite all of these steps, it is likely that the trip generation in Table 2 is high.
Trip Distribution – Using the distribution of trips currently entering and exiting the site, this primary trip distribution
was estimated:
- 15 percent to/from the northwest on River/Main
- 18 percent to/from the west on Vardry and Dunbar
- 30 percent to/from the south on Augusta and Church
- 35 percent to/from the northeast on Church
- Two percent to/from the east on University Ridge and Pearl
Pass-by trips were distributed in the same manner as traffic on the streets to which it was assigned.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
15
Trip Assignment – Several factors were considered in assigning the new peak hour site trips:
- University Street within the development will be a shopping street that will be designed for low
speeds, on-street parking, and particularly high pedestrian accommodation. Therefore, it is not
expected to attract as many new site trips as will other streets on the west side of the site. In fact,
eliminating the exiting roundabout has been discussed to improve pedestrian accommodation and
provide a consistent streetscape on University.
- The new site trips will be generated by uses more oriented to the south and west than are existing
traffic volumes entering and leaving the site.
- In the afternoon, the eastbound left off University Ridge is very high and will just get higher with
additional development. Therefore, some of the lefts out of the site onto Church will find Haynie
Street more convenient.
Given these factors and the trip distribution above, the new external site trips were assigned to the study
intersections and are shown in Figures 7 and 8 for primary trips during the morning and afternoon peak hours,
respectively. The afternoon pass-by trips are shown in Figure 9.
New peak hour site trips were added to the 2026 no build peak hour traffic volumes to obtain the 2026 build peak
hour traffic volumes shown in Figures 10 and 11 for the morning and afternoon peak hours, respectively. As
discussed in the remainder of this report, some suggested mitigation will result in redistribution of some trips. The
reassignment of those trips is shown in Figures 12 and 13 for the morning and after peak hours respectively.
Left turn lanes are available at all study intersections except at Augusta/University and Haynie/Howe. Because
Augusta/University is in a downtown setting with a new streetscape, it was assumed that a left turn lane is not an
option at that location, and the capacity analyses for that intersection were run without the left turn. Because
Haynie is adjacent to a successful mixed income residential development, it was assumed that a left turn lane
would not be an option at that location either, and the capacity analyses for Haynie/Howe were run without that
left turn lane.
Along Augusta, buildings close to the street and closely spaced blocks would make right turn lanes impractical to
install. It was assumed that right turn lanes on Augusta are not an option except at Harris where the corner
parcel is underutilized and is for sale.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
23
Traffic Operations
Synchro 9.1 is the software used for the traffic operations analyses in this study. The methodology used for
assessing the quality of traffic flow is the methodology described in the 2010 Highway Capacity Manual (HCM),
Transportation Research Board. In general, the HCM expresses quality of flow in terms of Level of Service
(LOS). The types of transportation facilities which were examined in this study are the signalized and
unsignalized intersections. The criteria for unsignalized and signalized intersection LOS are shown in Table 3.
The variable used is control delay. This is the delay attributed to traffic control measures and includes
deceleration delay, queue move-up time, stopped delay, and final acceleration delay. SCDOT uses a guideline of
roadway LOS C or no change in LOS if the baseline LOS is below C as not requiring mitigation. Mitigation must
be considered for the City of Greenville if an intersection currently operating at LOS D or better goes to LOS E or
F. It is not unusual for an individual movement, especially on a side street at an unsignalized intersection, to
experience LOS E or F during the peak hour.
Table 3
INTERSECTION LEVEL OF SERVICE CRITERIA
University Ridge Traffic Impact Study
Greenville, South Carolina
The study intersections were analyzed for morning and afternoon peak hours with existing traffic volumes. The
City of Greenville supplied the base signalized intersection Synchro files so that existing timings could be
correctly reflected and so that the influence of signalized intersections outside the study area would be
considered. Volumes, percentages of heavy vehicles, peak hour factors, bicycles, and pedestrians were taken
from existing counts. It is recognized that signal timings in the Augusta and Church corridors have been worked
on over many years and in place to address traffic volumes as well as queueing between closely spaced
intersections. Therefore, signal timings were not changed from those in the City Synchro unless specifically
noted. Capacity analysis printouts are included in Appendix D.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
24
Main Street/River Street/Augusta Street - As shown in Table 4, this intersection currently operates acceptably and
can continue to do so with 2026 no build volumes. With the addition of new site trips, the intersection will go to
LOS E/F. The Synchro from the City indicates that this intersection operates pretimed. If it is changed to
actuated operation (with ped recall so that all peds are served every cycle) as mitigation, the intersection
can operate acceptably with 2026 build volumes.
Table 4
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
MAIN STREET/RIVER STREET/AUGUSTA STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
25
Augusta Street/University Street/Driveway - As shown in Table 5, the westbound left/through movement already
operates at LOS E, but this volume is low. With the addition of new site trips the westbound left goes to LOS F.
Although the delays are reasonable for a side street at an unsignalized intersection during a peak hour,
mitigation of right turn only from westbound University will eliminate LOS F at this intersection.
Table 5
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/UNIVERSITY STREET/DRIVEWAY
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
26
Augusta Street/Field Street - As shown in Table 6, this intersection operates acceptably overall and can continue
to do so with 2026 no build and build volumes. To address delay at Bradshaw, Mitigation 1 considered moving
the signal at Field to Bradshaw. As show below, the Field intersection can operate acceptably without a signal.
Mitigation 2 considered a Howe Street extension to intersect Augusta at Field. As shown, the new four-way
intersection could operate acceptably as a four-way intersection with build volumes.
Table 6
CAPACITY ANALYSES RESULTS – SIGNALIZED AND UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/FIELD STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
27
Augusta Street/Bradshaw Street - As shown in Table 7, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS F in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour,
two mitigations were considered. First, moving the signal at Field to Bradshaw was considered as
Mitigation 1. A maximum side street time of 24 seconds was used because that is the time required to fill the
space between Vardry and Bradshaw. In the afternoon peak hour, double cycles were assumed. As shown in
Table 7, the intersection can operate acceptably as a signalized intersection with 2026 build volumes. An
extension of Howe Street to intersect Augusta across from Field was considered as Mitigation 2. Please
see Table 6 (Augusta/Field) to see that the new four-leg intersection can operate acceptably with build volumes.
Table 7
CAPACITY ANALYSES RESULTS – UNSIGNALIZED AND SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/BRADSHAW STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
28
Augusta Street/Vardry Street - As shown in Table 8, this intersection currently operates acceptably overall and
can continue to do so with 2026 no build volumes. In order to accommodate the signalization of Bradshaw in
Mitigation 1, a maximum time of 24 seconds was used at Vardry because that is the amount of time for vehicles
to fill the distance between Vardry and Bradshaw. Using that side street time, the overall LOS will go to D in the
morning, but the overall delay per vehicle will only increase by one second.
Table 8
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/VARDRY STREET
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
29
Augusta Street/Harris Street - As shown in Table 9, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS E in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour, a
right turn lane on Harris was considered as Mitigation 1 because the corner parcel is underutilized. As
shown in Table 9 provision of that right turn lane will eliminate LOS E at the intersection.
Table 9
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION
AUGUSTA STREET/HARRIS STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
30
Augusta Street/Claussen Avenue - As shown in Table 10, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS E in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour,
mitigation of signalization was considered. A maximum side street time of 30 seconds was used because
that is the time it takes to fill the distance between Dunbar and Claussen. In the afternoon double cycling was
assumed. As shown in Table 10, the intersection can operate acceptably overall under signal control with 2026
build volumes.
Table 10
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/CLAUSSEN AVENUE
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
31
Augusta Street/Thruston Avenue/Driveway - As shown in Table 11, this intersection currently operates with LOS
D and E on the side streets. With 2026 no build volumes the LOS for westbound in the afternoon will go to F, but
the delay is still reasonable for a side street during a peak hour. With the addition of site traffic both side streets
will operate at LOS F in the afternoon, and the delay for westbound will be higher than could be considered
reasonable. As discussed previously, Mitigation 1 includes signalization of Claussen. The left turn site trips
originally assigned to Thruston were moved to Claussen. As shown in Table 11, with that change, operation
is close to that with no build volumes.
Table 11
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/THRUSTON AVENUE/DRIVEWAY
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
32
Augusta Street/Dunbar Street - As shown in Table 12, this intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is signalized (Mitigation 1),
Synchro indicates that delay at Dunbar will change to LOS D in the morning. The side street max was checked to
be sure that it is less than 30 seconds which is the time required to fill the distance between Dunbar and
Claussen.
Table 12
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/DUNBAR STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
33
Augusta Street/Haynie Street/Augusta Walk Way - As shown in Table 13, this intersection currently operates
acceptably and can continue to do so with 2026 no build volumes. With the addition of site trips, the side goes to
LOS E in the afternoon. Because the delay is reasonable for a side street at an unsignalized intersection during a
peak hour and because the retail trips are likely overstated, no mitigation is recommended at this
intersection.
Table 13
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/HAYNIE STREET/AUGUSTA WALK WAY
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
34
Church Street/Mills Avenue/Augusta Street - As shown in Table 14, this intersection currently operates at LOS D
overall, and with 2026 no build volumes, the overall LOS will be E. With the addition of new site trips, the overall
LOS will go to F. For mitigation, eastbound and westbound right turn lanes on Augusta were considered given
the volumes of those right turns, but the eastbound right would take parking away from an existing commercial
parcel and could require purchase of the entire parcel. On the westbound approach the corner house is set off the
road, but after that the houses are close to the road, there is an existing retaining wall, and there is at least one
significant tree on the frontage. Therefore, addition of right turn lanes is not practical. Running this intersection
coordinated with Pearl/Haynie and with a longer cycle length was considered as Mitigation 1. As shown in
Table 14, that operation will provide a LOS equivalent to no build in the afternoon. There will still be a difference
in the morning between the LOS E with no build and LOS F with build, but the delay with this change in operation
will be less with mitigation volumes than with existing operations.
Table 14
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/MILLS AVENUE/AUGUSTA STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
35
Church Street/Haynie Street/Pearl Avenue - As shown in Table 15, this intersection currently operates acceptably
and can continue to do so with 2026 no build volumes. With 2026 build volumes, the intersection can still operate
at LOS D in the afternoon, but with existing signal operations, the northbound left will operate with high delay.
This operation indicates a left turn phase will be needed. As mitigation, that phase was added, the cycle
length matched to the cycle length at University Ridge, and the intersection was modelled as
coordinated. In addition, to give more capacity for eastbound to northbound lefts out of the site, dual
lefts were tried as mitigation for University Ridge/Church. The intersection will still operate acceptably
overall with this mitigation and 2026 build volumes.
Table 15
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/HAYNIE STREET/PEARL AVENUE
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
36
Church Street/University Ridge - As shown in Table 16, this intersection currently operates acceptably in the
morning and at LOS D overall in the afternoon peak hour. This operation can continue with 2026 no build
volumes. With 2026 build volumes, the afternoon peak hour LOS will go to E. The right turns which do not
already have right turn lanes have low volumes. Therefore, the mitigation considered for this intersection is
to add more capacity for the eastbound to northbound left at Haynie/Church. This intersection can operate
at the no build LOS with that mitigation.
Table 16
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/UNIVERSITY RIDGE
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
37
University Ridge/Cleveland Street - As shown in Table 17, this intersection currently operates acceptably and can
continue to do so with 2026 no build or build volumes. Therefore, no mitigation is recommended at this
intersection.
Table 17
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
UNIVERSITY RIDGE/CLEVELAND STREET
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
38
Church Street/Washington Street - As shown in Table 18, this intersection currently operates acceptably overall
and can continue to do so with 2026 no build volumes. With the addition of site trips, the afternoon peak hour will
go to LOS D. Although SCDOT requires that mitigation be considered if LOS C is not maintained, the City
accepts LOS D. Mitigation was considered at this intersection. However, right turn lanes already exist on all
approaches. Because the intersection can operate at LOS D overall with 2026 build volumes, no
mitigation is recommended at this intersection.
Table 18
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/WASHINGTON STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
39
Church Street/East North Street - As shown in Table 19, this intersection currently operates at LOS D during the
morning peak hour. With 2026 volumes, the LOS will go to E. With the addition of site trips, the LOS will be F.
The only allowable right which does not have an exclusive lane is eastbound, and the building at that location is
located immediately behind the sidewalk. Because the southbound lefts are low, mitigation of prohibiting
that left was considered as Mitigation 1. As shown in Table 19, that change will reduce delay but will not
change the LOS. The left turn prohibition does allow a helpful change at Beattie. The left turn prohibition should
be adopted as a last resort because it will affect access to one or two properties that face East North
between Manly and Williams.
Table 19
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/EAST NORTH STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
40
Church Street/Beattie Place - As shown in Table 20, this intersection currently operates at LOS D during the
morning peak hour and will continue to do so with 2026 no build volumes. With the addition of new site trips, the
morning peak hour LOS will go to E. Given the proximity of buildings and retaining walls, there are no practical
lane additions at this intersection. With Mitigation 1 at East North, the northbound left on Church at Beattie
can be converted to a dual left. As shown in Table 20, the intersection can operate at LOS D overall during
both peak hours with northbound dual lefts and 2026 build volumes.
Table 20
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/BEATTIE PLACE
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
41
Haynie Street/Howe Street - As shown in Table 21, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street will go to F with delay
beyond what would be considered acceptable. As Mitigation 1, addition of a southbound left turn lane and
westbound right turn lane (frontages are currently vacant) were considered, but the delay for the southbound
left will still be high. Given the shift in primary movements at this intersection, realignment with
Haynie/Howe as the through movement was considered as Mitigation 2. This realignment shifts the higher
traffic volumes away from the existing single-family homes to the west but requires more right of way. As shown
in Table 22, operation of the intersection includes only one LOS E, and that delay is close to LOS D.
Table 21
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION
HAYNIE STREET/HOWE STREET
University Ridge Traffic Impact Study
Greenville, South Carolina
Table 22
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
HAYNIE STREET/REALIGNED HOWE STREET – MITIGATION 2
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
42
Church Street/County Garage - As shown in Table 23, this intersection can operate acceptably as right
in/right out with 2026 build volumes.
Table 23
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
CHURCH STREET/COUNTY GARAGE
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
43
University Ridge/Claussen/Garage (Internal Intersection) – This intersection will be located about 650 feet from
Church. These lanes were initially assumed.
- Eastbound – left/through/right
- Westbound – left, through, right
- Northbound – left/through, right
- Southbound – left, through/right
As shown in Table 24, the delay southbound (exiting County garage and other uses) will be high. Therefore, a
signal that will be coordinated with Church was considered. The delay for vehicles leaving the County Garage
and other uses to the north will be high with the lanes above. Dual lefts southbound will decrease the delay.
Therefore, these are the lanes (with storage lengths from Table 25) recommended at this intersection:
- Eastbound – left/through/right
- Westbound – left (150-200 feet), through, right (200 feet)
- Northbound – left/through, right (250 feet)
- Southbound – dual lefts (full block storage), through/right
Table 24
CAPACITY ANALYSES RESULTS – UNSIGNALIZED AND SIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
UNIVERSITY RIDGE/CLAUSSEN AVENUE/COUNTY GARAGE
University Ridge Traffic Impact Study
Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
44
While the LOS at an intersection can describe the basic operation of traffic, other factors influence that operation.
For instance, if turn queues extend past their storage, they can interrupt traffic flow. SIMTRAFFIC was run for
existing, 2026 no build, and 2026 build volumes, and the printouts are included in Appendix D. The turns at the
study intersections shown in Table 25 either have no build queues which will exceed storage with little change
with build volumes, drop to two-way left turn lanes, or are less than/within two car lengths of available storage
with these exceptions:
- Eastbound left on University Ridge at Church – 300-350 feet
- Eastbound right on University Ridge at Church – Provide 300 feet.
- Eastbound left on Haynie at Church – Provide 200-250 feet.
- Northbound left on Church at Haynie – Increase from 150 feet to 250 feet
- Westbound right on Howe extension at Augusta across from Field – Provide 250 feet.
- Southbound left Augusta at Howe extension across from Field – Provide 200 feet.
- Westbound right Harris at Augusta – Provide 150 feet.
- Westbound right on Haynie at Howe – Provide 100 feet.
- Southbound left on Howe at Haynie – Provide 550 feet.
- Westbound left on Howe to Howe – Provide 100 feet.
- Westbound left on University Ridge at Claussen – Provide 150-200 feet.
- Westbound right on University Ridge at Claussen – Provide 200 feet.
- Northbound right on Claussen at University Ridge – Provide 250 feet.
- Southbound left on Garage at University Ridge – Provide full block.
One issue that requires addressing in this report is the potential for westbound through movements on University
Ridge at the internal intersection to back up to Church. With a signal and a single left out of the garage, the
westbound queue is estimated to be 556 which is most of the distance between the intersections with the internal
intersection located 650 feet apart. With dual lefts out of the garage, the westbound through queue is estimated
to be 453 feet. Therefore, the dual lefts out of the garage should be provided.
It must be noted that in traffic impact studies for developments with specific site plans including specific uses and
sizes and with a shorter time between existing and build plus one years, Sprague & Sprague defines “OK” and
“little change” in queues as 25 feet or less. Given the master planning level of the site plan in this study and the
several-year build out period, 50 feet was used in this study.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
45
Table 25
QUEUE AND STORAGE LENGTHS IN FEET
University Ridge Traffic Impact Study- Greenville, South Carolina
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
46
Notes for Table 26:
(1) OK = queue is less than storage or within two vehicles (50 feet)
(2) No build queue will exceed storage with little change with build volumes
(3) xxx/xxx/xxx = without mitigation/with Mitigation 1/with Mitigation 2
(4) Drops to two-way left turn lane
(5) Eliminating the southbound left resulted in a longer queue eastbound in SimTraffic.
(6) All SimTraffic runs were conducted with the existing 200 feet of storage. Because in conditions such as this the estimated
queue is influenced by existing storage, SimTraffic was run with 300 feet of storage, and the estimated queue is 334.
Therefore, 300-350 feet of storage for each of the two left turn lanes should be provided.
At several intersections in the study area, mitigation is required, but lane additions are impractical. In those
cases, the only mitigation which is reasonable is mitigation which reduces external trips produced by the
University Ridge development. The reason that the potential for reducing site trips is a reasonable mitigation tool
is that the site is currently held by one owner and sales agreements can incorporate external trip reduction. In
addition, the County will still be a primary employer and can adopt measures to reduce external trips. These
measures include:
- Incentives for carpooling with guaranteed rides home (should one person in a carpool have to leave
early) using ride sharing services such as Uber and Lyft at employer’s expense
- Flexible work hours
- Incentives to live on site and walk to work such as a monthly stipend to account for an employee
walking to work
- Incentives to increase internal trips such as coupons for breakfast or dinner at on site restaurants or
coupons for retail on site. For instance, if one of the retail elements on site is a fitness club, reduced
price memberships could be offered to those who work on site.
• Main Street/River Street/Augusta Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of new site trips, the intersection will
go to LOS E/F. The Synchro from the City indicates that this intersection operates pretimed. If it is
changed to actuated operation (with ped recall so that all peds are served every cycle) as
mitigation, the intersection can operate acceptably with 2026 build volumes.
• Augusta Street/Field Street - This intersection operates acceptably overall and can continue to do so
with 2026 no build and build volumes. To address delay at Bradshaw, Mitigation 1 considered
moving the signal at Field to Bradshaw. The Field intersection can operate acceptably without a
signal. Mitigation 2 considered a Howe Street extension to intersect Augusta at Field. The
new four-way intersection could operate acceptably as a four-way intersection with build volumes. If
the extension is pursued the required new storage is 250 feet for the westbound right and 200 feet
for the southbound left.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
47
• Augusta Street/Bradshaw Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS F in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, two mitigations were considered. First,
moving the signal at Field to Bradshaw was considered as Mitigation 1. A maximum
side street time of 24 seconds was used because that is the time required to fill the space
between Vardry and Bradshaw. In the afternoon peak hour, double cycles were assumed.
As shown in Table 7, the intersection can operate acceptably as a signalized intersection
with 2026 build volumes. An extension of Howe Street to intersect Augusta across
from Field was considered as Mitigation 2. Please see Table 6 (Augusta/Field) to see
that the new four-leg intersection can operate acceptably with build volumes.
• Augusta Street/Vardry Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build volumes. In order to accommodate the
signalization of Bradshaw in Mitigation 1, a maximum time of 24 seconds was used at
Vardry because that is the amount of time for vehicles to fill the distance between Vardry
and Bradshaw. Using that side street time, the overall LOS will go to D in the morning, but
the increase in overall delay per vehicle is one second.
• Augusta Street/Harris Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS E in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, a right turn lane of 150 feet on Harris was
considered as Mitigation 1 because the corner parcel is underutilized. Provision of that
right turn lane will eliminate LOS E at the intersection with 2026 build volumes.
• Augusta Street/Claussen Avenue - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS E in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, mitigation of signalization was
considered. The intersection can operate acceptably overall under signal control with
2026 build volumes.
• Augusta Street/Dunbar Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is
signalized (Mitigation 1), Synchro indicates that delay at Dunbar will change to LOS D in
the morning.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
48
• University Ridge/Cleveland Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build or build volumes. No mitigation is recommended at
this intersection.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
49
• Church Street/East North Street - This intersection currently operates at LOS D during the
morning peak hour. With 2026 volumes, the LOS will go to E. With the addition of site
trips, the LOS will be F. The only allowable right which does not have an exclusive lane is
eastbound, and the building at that location is located immediately behind the sidewalk.
Because the southbound lefts are low, mitigation of prohibiting that left was
considered as Mitigation 1. That change will reduce delay but will not change the LOS.
The left turn prohibition does allow a helpful change at Beattie. The left turn prohibition
should be adopted as a last resort because it will affect access to one or two properties
that face East North between Manly and Williams.
• Church Street/Beattie Place - This intersection currently operates at LOS D during the
morning peak hour and will continue to do so with 2026 no build volumes. With the
addition of new site trips, the morning peak hour LOS will go to E. Given the proximity of
buildings and retaining walls, there are no practical lane additions at this intersection. With
Mitigation 1 at East North, the northbound left on Church at Beattie can be
converted to a dual left. The intersection can operate at LOS D overall during both peak
hours with northbound dual lefts and 2026 build volumes.
• Haynie Street/Howe Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of new site trips, the side
street will go to F with delay beyond what would be considered acceptable. As Mitigation
1, addition of a southbound left turn lane (550 feet) and westbound right turn lane
(100 feet) (frontages are currently vacant) were considered, but the delay for the
southbound left will still be high. Given the shift in primary movements at this
intersection, realignment with Howe/Haynie as the through movement (westbound
left turn lane of 100 feet at Haynie) was considered as Mitigation 2. This realignment
shifts the higher traffic volumes away from the existing single-family homes to the west but
requires more right of way. As shown in Table 22, operation of the intersection includes
only one LOS E, and that delay is close to LOS D.
• Church Street/County Garage - This intersection can operate acceptably as right in/right
out with 2026 build volumes.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
50
- Internal Intersection - This intersection will be located about 650 feet from Church. These
lanes are recommended:
• Eastbound – left/through/right
• Westbound – left (150-200 feet), through, right (200 feet)
• Northbound – left/through, right (250 feet)
• Southbound – dual lefts (full block storage), through/right
With a signal and a single left out of the garage, the westbound queue on University Ridge
is estimated to be 556 which is most of the distance between this intersection and Church.
With dual lefts out of the garage, the westbound through queue is estimated to be 453 feet.
Therefore, the dual lefts out of the garage should be provided.
• Mitigation Measures Where Lane Additions are Impractical - At several intersections in the
study area, mitigation is required, but lane additions are impractical. In those cases, the
only mitigation which is reasonable is mitigation which either uses recently available tools
to optimize signal operations or reduces external trips produced by the University Ridge
development. The reason that the potential for reducing site trips is a reasonable
mitigation tool is that the site is currently held by one owner and sales agreements can
incorporate external trip reduction. In addition, the County will still be a primary employer
and can adopt measures to reduce external trips. Measures to reduce site traffic should be
employed such as
• Incentives for carpooling with guaranteed rides home (should one person in a carpool
have to leave early) using ride sharing services such as Uber and Lyft at employer’s
expense
• Flexible work hours
• Incentives to live on site and walk to work such as a monthly stipend to account for an
employee walking to work
• Incentives to increase internal trips such as coupons for breakfast or dinner at on site
restaurants or coupons for retail on site. For instance, if one of the retail elements on
site is a fitness club, reduced price memberships could be offered to those who work
on site.
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Appendix A
MASTER PLAN
SITE LOCATION AERIAL
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Greenville County, SC
SITE
Disclaimer: This Map is not a LAND SURVEY and is for reference purposes only. Data contained in
this map are prepared for the inventory of Real Property found within this jurisdiction, and are Map Scale
compilied from recorded deeds, plats, and other public records. Users of this map are hereby notified
aforementioned public primary information sources should be consulted for verification of the
1 inch = 400 feet
information contained in this map. Greenville County assumes no legal responsibility for the 12/5/2018
information contained in this map.
Appendix B
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- S Main St QC JOB #: 14819201
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
481 394 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 2.8
50 431 0
Peak 15-Min: 8:30 AM -- 8:45 AM
6.0 1.6 0.0
108 51 7 128
6.5 2.0 0.0 4.7
83 0.91 56
13.3 7.1
166 32 65 157
7.8 3.1 3.1 7.0
2 336 74
0.0 3.0 0.0
528 412
1.9 2.4
25 1 0 0
1 0
6 6 1 1
0 0
2 0 0 0
NA NA
NA NA NA NA
NA NA
70 381 1
Peak 15-Min: 5:00 PM -- 5:15 PM
5.7 1.3 0.0
186 44 52 259
2.7 2.3 0.0 0.8
118 0.90 116
2.5 0.9
202 40 91 238
2.5 2.5 1.1 1.3
0 425 119
0.0 2.6 0.0
512 544
1.4 2.0
75 0 1 0
0 0
47 44 2 1
0 0
35 0 1 0
NA NA
NA NA NA NA
NA NA
10 397 116
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.8 0.0
19 1 31 37
0.0 0.0 6.5 10.8
0 0.93 1
0.0 0.0
3 2 5 163
0.0 0.0 40.0 1.8
8 384 48
0.0 2.1 6.3
404 440
3.2 2.5
4 0 2 0
0 0
2 8 0 1
0 1
2 0 1 0
NA NA
NA NA NA NA
NA NA
1 422 86
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 1.7 1.2
2 3 120 146
0.0 0.0 3.3 3.4
2 0.95 0
0.0 0.0
13 8 26 129
0.0 0.0 3.8 4.7
1 419 41
0.0 2.1 12.2
456 461
1.8 3.0
5 0 1 0
0 2
20 42 0 0
0 0
18 0 2 1
NA NA
NA NA NA NA
NA NA
19 382 1
Peak 15-Min: 8:30 AM -- 8:45 AM
5.3 1.6 0.0
95 17 0 0
5.3 0.0 0.0 0.0
0 0.88 0
0.0 0.0
64 47 0 1
0.0 0.0 0.0 0.0
76 427 0
5.3 3.0 0.0
429 503
1.4 3.4
0 1 2 0
0 0
2 3 0 0
0 0
0 0 1 0
NA NA
NA NA NA NA
NA NA
22 443 3
Peak 15-Min: 5:00 PM -- 5:15 PM
13.6 2.5 0.0
135 12 0 1
2.2 25.0 0.0 0.0
0 0.98 0
0.0 0.0
27 15 1 3
11.1 0.0 0.0 0.0
114 449 0
0.0 2.4 0.0
460 563
2.4 2.0
2 0 1 0
1 0
6 5 0 0
0 0
0 1 2 0
NA NA
NA NA NA NA
NA NA
0 385 48
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.1 2.1
0 0 52 82
0.0 0.0 0.0 1.2
0 0.88 0
0.0 0.0
0 0 30 110
0.0 0.0 3.3 2.7
0 449 62
0.0 3.3 3.2
415 511
2.2 3.3
0 0 1 0
0 0
1 4 0 0
0 0
0 0 1 0
NA NA
NA NA NA NA
NA NA
0 424 32
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 2.4 3.1
0 0 127 168
0.0 0.0 0.8 0.6
0 0.95 0
0.0 0.0
0 0 41 49
0.0 0.0 0.0 2.0
0 434 17
0.0 2.5 0.0
465 451
2.2 2.4
0 0 1 0
0 0
7 3 0 0
0 0
0 0 3 0
NA NA
NA NA NA NA
NA NA
50 365 2
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.2 0.0
319 107 9 10
0.9 0.9 0.0 0.0
0 0.94 1
0.0 0.0
487 380 0 2
0.2 0.0 0.0 0.0
268 394 0
1.1 4.1 0.0
745 662
1.1 2.9
0 0 2 0
0 0
3 10 0 0
0 0
107 0 1 0
NA NA
NA NA NA NA
NA NA
36 419 3
Peak 15-Min: 4:45 PM -- 5:00 PM
2.8 1.7 0.0
322 33 5 5
0.3 6.1 0.0 0.0
0 0.98 0
0.0 0.0
316 283 0 6
2.5 2.1 0.0 0.0
286 427 3
0.0 1.2 0.0
702 716
1.9 0.7
2 0 1 0
0 0
6 9 0 0
0 0
9 0 4 0
NA NA
NA NA NA NA
NA NA
0 588 155
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 2.4 0.0
0 0 72 120
0.0 0.0 2.8 1.7
0 0.93 0
0.0 0.0
0 0 48 329
0.0 0.0 0.0 0.0
0 587 173
0.0 3.2 0.0
635 760
2.2 2.5
0 0 2 0
0 0
0 7 0 0
0 0
0 0 1 0
NA NA
NA NA NA NA
NA NA
0 602 109
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 1.8 0.9
0 0 132 200
0.0 0.0 0.8 0.5
0 0.96 0
0.0 0.0
0 0 68 241
0.0 0.0 0.0 1.2
0 576 132
0.0 2.1 1.5
670 708
1.6 2.0
0 0 0 0
0 1
0 2 0 0
0 0
0 0 3 0
NA NA
NA NA NA NA
NA NA
0 619 10
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 1.3 0.0
0 0 8 29
0.0 0.0 0.0 0.0
0 0.95 0
0.0 0.0
0 0 21 13
0.0 0.0 0.0 0.0
0 759 3
0.0 2.6 0.0
640 762
1.3 2.6
0 0 2 0
0 0
1 7 0 0
0 0
0 0 1 1
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Claussen Ave Claussen Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 75 0 0 0 81 0 0 0 0 0 0 2 0 0 0 158
7:15 AM 0 123 0 0 1 119 0 0 0 0 0 0 0 0 0 0 243
7:30 AM 0 163 0 0 2 148 0 0 0 0 0 0 2 0 1 0 316
7:45 AM 0 193 0 0 2 175 0 0 0 0 0 0 3 0 0 0 373 1090
8:00 AM 0 180 2 0 3 171 0 0 0 0 0 0 6 0 1 0 363 1295
8:15 AM 0 187 0 0 2 139 0 0 0 0 0 0 6 0 7 0 341 1393
8:30 AM 0 199 1 0 3 134 0 0 0 0 0 0 6 0 0 0 343 1420
8:45 AM 0 160 1 0 0 122 0 0 0 0 0 0 2 0 0 0 285 1332
0 688 8
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 1.3 12.5
0 0 15 46
0.0 0.0 0.0 0.0
0 0.98 0
0.0 0.0
0 0 31 11
0.0 0.0 0.0 9.1
0 701 3
0.0 1.0 0.0
719 704
1.3 1.0
0 0 2 0
0 0
6 3 0 0
0 0
0 0 4 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Claussen Ave Claussen Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 195 3 0 0 153 0 0 0 0 0 0 2 0 1 0 354
4:15 PM 0 173 3 0 3 131 0 0 0 0 0 0 1 0 2 0 313
4:30 PM 0 160 3 0 1 145 0 0 0 0 0 0 5 0 4 0 318
4:45 PM 0 179 0 0 3 175 0 0 0 0 0 0 6 0 5 0 368 1353
5:00 PM 0 170 1 0 2 173 0 0 0 0 0 0 12 0 6 0 364 1363
5:15 PM 0 177 2 0 1 172 0 0 0 0 0 0 3 0 3 0 358 1408
5:30 PM 0 175 0 0 2 168 0 0 0 0 0 0 10 0 1 0 356 1446
5:45 PM 0 191 1 0 2 139 0 0 0 0 0 0 3 0 1 0 337 1415
29 609 3
Peak 15-Min: 8:00 AM -- 8:15 AM
0.0 1.6 0.0
53 0 6 19
0.0 0.0 0.0 0.0
0 0.97 0
0.0 0.0
3 3 13 55
0.0 0.0 0.0 3.6
24 759 52
0.0 2.1 3.8
625 835
1.6 2.2
0 1 1 0
0 0
0 2 0 0
0 0
1 0 2 0
NA NA
NA NA NA NA
NA NA
5 707 3
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 2.0 0.0
13 15 8 30
0.0 0.0 0.0 0.0
3 0.97 0
0.0 0.0
33 15 22 23
3.0 6.7 0.0 4.3
8 681 17
0.0 1.2 5.9
744 706
2.0 1.3
0 0 2 0
0 0
6 1 0 0
0 0
0 0 4 1
NA NA
NA NA NA NA
NA NA
93 544 0
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 1.7 0.0
435 205 0 0
3.0 2.9 0.0 0.0
0 0.96 0
0.0 0.0
394 189 0 0
3.8 4.8 0.0 0.0
342 629 0
3.8 2.4 0.0
733 971
2.5 2.9
0 0 1 0
0 0
0 5 0 0
0 0
0 0 2 0
NA NA
NA NA NA NA
NA NA
133 619 0
Peak 15-Min: 5:15 PM -- 5:30 PM
1.5 1.6 0.0
359 127 0 0
1.7 3.1 0.0 0.0
0 0.98 0
0.0 0.0
351 224 0 0
2.0 1.3 0.0 0.0
226 574 0
1.8 0.9 0.0
843 800
1.5 1.1
0 0 2 0
0 0
4 0 0 0
0 0
3 0 5 0
NA NA
NA NA NA NA
NA NA
0 652 77
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 1.5 5.2
2 0 138 139
0.0 0.0 2.9 2.9
0 0.93 0
0.0 0.0
0 0 1 81
0.0 0.0 0.0 4.9
2 832 4
0.0 2.5 0.0
653 838
1.5 2.5
0 0 1 0
0 0
1 2 0 0
0 0
0 0 2 0
NA NA
NA NA NA NA
NA NA
0 705 91
Peak 15-Min: 5:15 PM -- 5:30 PM
0.0 0.6 1.1
2 0 134 140
0.0 0.0 1.5 1.4
0 0.95 1
0.0 0.0
1 1 5 102
0.0 0.0 0.0 1.0
1 722 11
0.0 1.5 0.0
711 734
0.6 1.5
1 0 1 0
0 0
7 9 0 0
0 0
0 0 3 0
NA NA
NA NA NA NA
NA NA
133 485 61
Peak 15-Min: 7:45 AM -- 8:00 AM
2.3 1.6 1.6
72 544 289
0.0 1.5 0.7
942 905
1.9 1.1
0 0 2 0
0 0
1 4 0 0
0 0
0 0 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St S Church St/Mills Ave S Church St/Mills Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 6 58 29 0 10 49 15 0 23 126 8 0 63 108 1 1 497
7:15 AM 13 83 61 0 4 84 29 0 34 162 10 0 88 154 2 0 724
7:30 AM 16 107 74 0 5 108 24 0 44 273 9 0 111 180 0 0 951
7:45 AM 18 136 70 0 17 144 36 0 53 268 10 0 113 180 5 0 1050 3222
8:00 AM 20 138 65 0 16 121 43 0 45 248 9 0 94 185 9 0 993 3718
8:15 AM 18 163 80 0 23 112 30 0 58 223 17 0 94 155 5 0 978 3972
8:30 AM 22 173 69 0 12 107 32 0 55 217 16 0 85 141 5 0 934 3955
8:45 AM 21 102 73 0 13 76 36 0 55 205 19 0 89 169 8 0 866 3771
189 560 75
Peak 15-Min: 5:15 PM -- 5:30 PM
3.2 1.4 5.3
1006 934
1.2 2.1
0 0 1 0
0 0
6 2 0 1
0 0
4 0 2 1
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St S Church St/Mills Ave S Church St/Mills Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 39 141 86 0 26 126 39 0 45 219 27 0 81 195 8 0 1032
4:15 PM 31 125 104 0 18 109 39 0 40 200 22 0 80 185 6 0 959
4:30 PM 32 103 105 0 15 114 35 0 35 212 19 0 89 245 7 0 1011
4:45 PM 33 119 86 0 18 163 58 0 42 221 20 0 87 228 3 0 1078 4080
5:00 PM 32 105 80 0 22 127 41 0 44 231 26 0 90 273 5 0 1076 4124
5:15 PM 35 130 74 0 20 156 55 0 37 215 26 0 89 258 4 0 1099 4264
5:30 PM 36 119 52 0 11 108 47 0 51 212 27 0 70 238 6 0 977 4230
5:45 PM 36 160 79 0 23 123 41 0 51 192 17 0 58 188 6 0 974 4126
39 1130 15
Peak 15-Min: 7:45 AM -- 8:00 AM
5.1 2.5 13.3
142 31 14 150
2.8 9.7 0.0 2.7
58 0.96 90
1.7 2.2
91 2 46 106
4.4 0.0 4.3 4.7
14 1345 33
0.0 3.0 6.1
1179 1392
2.5 3.0
1 0 0 0
0 0
1 1 0 0
0 0
1 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St Haynie St/Pearl Ave Haynie St/Pearl Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 159 4 0 1 166 5 0 5 9 1 0 5 7 4 0 366
7:15 AM 0 224 1 0 2 270 7 0 10 8 0 0 4 11 2 0 539
7:30 AM 4 357 4 0 6 283 8 0 7 16 1 0 6 11 3 0 706
7:45 AM 2 346 8 1 4 307 8 0 10 16 0 0 9 23 3 0 737 2348
8:00 AM 1 325 9 0 3 284 14 0 7 14 0 0 16 23 5 0 701 2683
8:15 AM 6 317 12 0 2 256 9 0 7 12 1 0 15 33 3 0 673 2817
8:30 AM 4 294 14 0 3 239 10 0 6 21 0 0 18 26 2 0 637 2748
8:45 AM 2 290 16 0 4 260 14 1 6 11 2 0 13 17 2 0 638 2649
42 1389 35
Peak 15-Min: 5:00 PM -- 5:15 PM
2.4 2.0 0.0
143 32 9 139
2.1 0.0 22.2 2.9
74 0.95 77
4.1 2.6
118 12 53 221
2.5 0.0 0.0 3.6
24 1160 113
0.0 2.4 4.4
1454 1297
1.9 2.5
2 0 1 0
0 0
1 1 0 0
0 0
3 0 0 1
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St Haynie St/Pearl Ave Haynie St/Pearl Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 3 311 16 1 8 288 12 0 18 25 5 0 5 14 5 0 711
4:15 PM 7 302 27 0 6 271 10 0 8 15 5 0 13 19 3 0 686
4:30 PM 2 305 26 0 4 351 8 0 9 14 0 0 10 18 1 0 748
4:45 PM 7 283 32 0 7 314 10 0 12 14 4 0 17 20 2 0 722 2867
5:00 PM 8 299 28 0 9 382 11 1 3 20 5 0 11 14 2 0 793 2949
5:15 PM 7 273 27 0 14 342 13 0 8 26 3 0 15 25 4 0 757 3020
5:30 PM 3 276 21 0 8 274 17 0 11 21 1 0 6 22 3 0 663 2935
5:45 PM 5 277 16 0 9 275 15 1 6 17 1 0 8 16 3 0 649 2862
321 1130 50
Peak 15-Min: 8:15 AM -- 8:30 AM
1.6 3.4 6.0
85 1247 24
1.2 3.4 0.0
1199 1356
3.2 3.2
0 0 0 0
0 0
1 0 0 0
0 0
1 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 2 155 3 1 3 169 25 1 23 10 1 0 8 5 3 0 409
7:15 AM 14 224 2 0 6 262 30 0 24 17 3 0 12 10 14 0 618
7:30 AM 9 349 6 0 9 300 45 0 48 18 1 0 7 16 12 0 820
7:45 AM 21 304 5 0 6 280 69 0 61 29 6 0 24 35 17 0 857 2704
8:00 AM 32 295 8 0 14 291 86 0 46 26 8 0 6 54 18 0 884 3179
8:15 AM 23 299 5 0 21 259 121 0 51 18 6 0 11 63 20 1 898 3459
8:30 AM 50 255 3 0 15 231 98 0 61 28 5 0 7 43 14 0 810 3449
8:45 AM 32 251 9 0 25 258 76 0 53 18 15 0 8 34 18 0 797 3389
245 1228 84
Peak 15-Min: 5:00 PM -- 5:15 PM
0.8 2.4 2.4
60 1092 29
5.0 2.6 0.0
1424 1181
2.3 2.6
0 0 0 0
0 0
3 3 0 0
0 0
4 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 22 270 14 1 10 229 79 1 144 71 46 0 20 32 17 0 956
4:15 PM 11 297 8 0 20 237 61 0 128 46 22 0 14 27 16 0 887
4:30 PM 21 282 4 0 18 300 61 0 146 61 38 0 15 24 15 0 985
4:45 PM 17 266 10 0 17 283 56 0 139 48 35 0 18 30 12 0 931 3759
5:00 PM 11 271 7 0 17 316 62 1 188 83 38 0 14 20 17 0 1045 3848
5:15 PM 11 273 8 0 31 329 66 0 85 54 26 0 12 29 17 0 941 3902
5:30 PM 14 278 11 0 27 258 61 0 76 41 16 0 17 38 15 1 853 3770
5:45 PM 13 264 9 0 20 255 57 0 60 47 17 0 13 26 17 0 798 3637
66 71 2
Peak 15-Min: 8:15 AM -- 8:30 AM
1.5 5.6 0.0
260 35 13 75
0.8 2.9 0.0 0.0
32 0.90 59
3.1 0.0
140 73 3 38
2.1 1.4 0.0 2.6
135 189 4
0.7 0.5 0.0
147 328
3.4 0.6
1 0 0 0
0 0
2 1 0 1
0 0
2 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count Cleveland St Cleveland St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 2 9 2 0 0 3 4 0 2 4 5 0 0 1 0 0 32
7:15 AM 14 15 1 0 0 10 3 0 7 1 9 0 0 8 1 0 69
7:30 AM 12 30 0 0 0 11 8 0 6 6 17 0 1 3 2 0 96
7:45 AM 32 44 1 0 0 9 17 0 10 9 19 0 1 12 3 0 157 354
8:00 AM 31 37 1 0 1 13 16 0 9 6 20 0 1 18 4 0 157 479
8:15 AM 52 57 2 0 1 13 21 0 7 7 15 0 0 13 1 0 189 599
8:30 AM 26 52 1 0 0 18 12 0 11 10 19 0 0 15 6 0 170 673
8:45 AM 26 43 0 0 0 27 17 0 8 9 19 0 2 13 2 0 166 682
77 210 13
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 0.5 0.0
212 82 15 84
0.9 1.2 0.0 1.2
83 0.93 52
0.0 1.9
329 164 17 124
0.6 0.6 0.0 0.0
83 153 28
1.2 2.0 0.0
391 264
0.5 1.5
7 0 2 0
0 0
7 7 0 0
0 0
9 0 5 0
NA NA
NA NA NA NA
NA NA
15-Min Count Cleveland St Cleveland St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 19 19 8 0 1 27 24 0 17 28 37 0 1 14 4 0 199
4:15 PM 31 38 2 0 3 25 13 0 13 26 25 0 0 11 3 0 190
4:30 PM 14 28 6 0 1 43 24 0 16 20 33 0 0 12 3 0 200
4:45 PM 15 45 11 0 4 38 26 0 19 25 35 0 6 16 4 0 244 833
5:00 PM 23 41 5 0 4 60 16 0 36 26 38 0 4 6 5 0 264 898
5:15 PM 18 32 8 0 1 69 18 0 16 20 47 0 2 16 2 0 249 957
5:30 PM 27 35 4 0 4 43 17 0 11 12 44 0 5 14 4 0 220 977
5:45 PM 8 27 7 0 5 42 23 0 11 18 32 0 2 15 5 0 195 928
130 1561 47
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 2.0 2.1
0 1233 160
0.0 3.4 0.0
1790 1393
2.1 3.0
4 0 0 0
0 0
2 3 2 1
0 0
2 0 0 0
NA NA
NA NA NA NA
NA NA
113 1240 45
Peak 15-Min: 5:00 PM -- 5:15 PM
0.9 1.6 0.0
0 1445 162
0.0 2.5 0.6
1516 1607
1.5 2.3
2 0 0 0
0 0
1 0 0 0
0 0
5 0 0 0
NA NA
NA NA NA NA
NA NA
1 1693 28
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 1.7 3.6
1 50 4 4
0.0 0.0 0.0 0.0
1133 0.95 0
1.9 0.0
1273 90 0 1713
2.2 6.7 0.0 2.5
0 817 552
0.0 4.4 3.4
1783 1369
2.0 4.0
0 0 0 0
0 0
0 0 0 0
0 0
0 0 0 0
NA NA
NA NA NA NA
NA NA
0 1296 119
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 2.2 0.8
0 128 17 17
0.0 0.8 0.0 0.0
1116 0.96 0
0.9 0.0
1359 115 0 1949
0.8 0.0 0.0 1.0
0 1034 714
0.0 2.3 1.1
1411 1748
2.0 1.8
0 0 0 0
2 0
1 1 0 0
0 0
1 0 0 0
NA NA
NA NA NA NA
NA NA
123 1122 0
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.5 0.0
1435 0 26 1686
2.0 0.0 7.7 1.7
0 0.98 1051
0.0 2.3
1 1 609 0
0.0 0.0 0.5 0.0
261 620 0
1.5 5.6 0.0
1732 881
1.8 4.4
186 0 0 0
0 0
19 5 0 0
0 0
4 0 0 0
NA NA
NA NA NA NA
NA NA
70 901 0
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 1.8 0.0
1454 0 40 1762
1.4 0.0 0.0 1.2
0 0.95 1207
0.0 1.2
0 0 515 0
0.0 0.0 1.2 0.0
177 1039 0
3.4 1.6 0.0
1416 1216
1.6 1.9
146 0 0 0
0 0
12 1 0 0
0 0
1 0 2 0
NA NA
NA NA NA NA
NA NA
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Appendix D
__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
24: Augusta St /Augusta St & Dunbar St AM Peak Hour
University Ridge TIS 2018 Existing
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 51 83 32 65 56 7 0 338 74 0 431 50
Future Volume (veh/h) 51 83 32 65 56 7 0 338 74 0 431 50
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1789 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 56 91 0 71 62 8 0 371 81 0 474 55
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 409 398 0 405 355 46 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1537 198 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 56 91 0 71 0 70 0 371 81 0 474 55
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1735 0 1845 1599 0 1863 1509
Q Serve(g_s), s 2.0 3.3 0.0 2.5 0.0 2.5 0.0 13.6 2.9 0.0 18.4 2.0
Cycle Q Clear(g_c), s 2.0 3.3 0.0 2.5 0.0 2.5 0.0 13.6 2.9 0.0 18.4 2.0
Prop In Lane 1.00 0.00 1.00 0.11 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
V/C Ratio(X) 0.14 0.23 0.00 0.18 0.00 0.17 0.00 0.65 0.16 0.00 0.83 0.12
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.8 24.4 0.0 24.0 0.0 24.0 0.0 23.4 19.7 0.0 25.1 19.4
Incr Delay (d2), s/veh 0.7 1.3 0.0 0.9 0.0 0.9 0.0 5.8 0.7 0.0 12.9 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 1.7 0.0 1.3 0.0 1.3 0.0 7.8 1.4 0.0 11.5 0.9
LnGrp Delay(d),s/veh 24.5 25.7 0.0 25.0 0.0 25.0 0.0 29.2 20.4 0.0 38.0 19.9
LnGrp LOS C C C C C C D B
Approach Vol, veh/h 147 141 452 529
Approach Delay, s/veh 25.3 25.0 27.6 36.1
Approach LOS C C C D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 30.6
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 107 0 380 0 0 0 268 394 0 0 365 50
Future Volume (veh/h) 107 0 380 0 0 0 268 394 0 0 365 50
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1867 1900
Adj Flow Rate, veh/h 114 0 404 285 419 0 0 388 53
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 383 398 402 759 1262 0 0 899 123
Arrive On Green 0.21 0.00 0.21 0.09 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1603 219
Grp Volume(v), veh/h 114 0 404 285 419 0 0 0 441
Grp Sat Flow(s),veh/h/ln 1792 1863 1211 1792 1827 0 0 0 1822
Q Serve(g_s), s 5.9 0.0 23.5 6.9 10.1 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.9 0.0 23.5 6.9 10.1 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12
Lane Grp Cap(c), veh/h 383 398 402 759 1262 0 0 0 1022
V/C Ratio(X) 0.30 0.00 1.00 0.38 0.33 0.00 0.00 0.00 0.43
Avail Cap(c_a), veh/h 383 398 402 1064 1262 0 0 0 1022
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 36.3 0.0 39.4 7.2 6.8 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.4 0.0 45.9 0.3 0.2 0.0 0.0 0.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.0 0.0 25.9 3.4 5.1 0.0 0.0 0.0 0.4
LnGrp Delay(d),s/veh 36.8 0.0 85.3 7.5 7.0 0.0 0.0 0.0 1.3
LnGrp LOS D F A A A
Approach Vol, veh/h 518 704 441
Approach Delay, s/veh 74.6 7.2 1.3
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.3 67.7 28.0 82.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 28.5 43.0 23.5 76.0
Max Q Clear Time (g_c+I1), s 8.9 2.0 25.5 12.1
Green Ext Time (p_c), s 0.9 6.6 0.0 6.8
Intersection Summary
HCM 2010 Ctrl Delay 26.6
HCM 2010 LOS C
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 61 485 133 72 544 289 200 1012 45 412 700 19
Future Volume (veh/h) 61 485 133 72 544 289 200 1012 45 412 700 19
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1900 1869 1900 1863 1828 1900 1863 1844 1900
Adj Flow Rate, veh/h 64 511 140 76 573 304 211 1065 47 434 737 20
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 2 0 2 2 2 4 4 2 3 3
Cap, veh/h 178 831 226 263 698 370 243 1078 48 500 1138 31
Arrive On Green 0.04 0.30 0.30 0.05 0.31 0.31 0.14 0.32 0.32 0.15 0.33 0.33
Sat Flow, veh/h 1774 2739 746 1810 2230 1182 1774 3389 150 3442 3484 95
Grp Volume(v), veh/h 64 329 322 76 456 421 211 546 566 434 370 387
Grp Sat Flow(s),veh/h/ln 1774 1770 1716 1810 1776 1636 1774 1737 1802 1721 1752 1827
Q Serve(g_s), s 2.7 17.5 17.7 3.1 26.1 26.2 12.8 34.4 34.4 13.6 19.9 19.9
Cycle Q Clear(g_c), s 2.7 17.5 17.7 3.1 26.1 26.2 12.8 34.4 34.4 13.6 19.9 19.9
Prop In Lane 1.00 0.43 1.00 0.72 1.00 0.08 1.00 0.05
Lane Grp Cap(c), veh/h 178 537 520 263 556 512 243 553 573 500 572 597
V/C Ratio(X) 0.36 0.61 0.62 0.29 0.82 0.82 0.87 0.99 0.99 0.87 0.65 0.65
Avail Cap(c_a), veh/h 234 537 520 302 556 512 323 553 573 563 572 597
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.88 0.88 0.88
Uniform Delay (d), s/veh 28.0 32.8 32.9 25.8 34.9 34.9 46.5 37.3 37.3 46.0 31.6 31.6
Incr Delay (d2), s/veh 0.5 5.2 5.4 0.2 12.8 13.8 17.4 34.9 34.3 11.2 2.2 2.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.3 9.3 9.2 1.6 14.8 13.8 7.4 21.7 22.5 7.2 9.9 10.3
LnGrp Delay(d),s/veh 28.5 38.0 38.3 26.0 47.7 48.7 63.9 72.2 71.6 57.2 33.9 33.8
LnGrp LOS C D D C D D E E E E C C
Approach Vol, veh/h 715 953 1323 1191
Approach Delay, s/veh 37.3 46.4 70.6 42.3
Approach LOS D D E D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.6 39.4 19.1 41.9 8.6 40.5 20.0 41.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 29.0 20.0 33.0 7.5 29.0 18.0 35.0
Max Q Clear Time (g_c+I1), s 5.1 19.7 14.8 21.9 4.7 28.2 15.6 36.4
Green Ext Time (p_c), s 0.0 7.1 0.3 7.9 0.0 0.7 0.4 0.0
Intersection Summary
HCM 2010 Ctrl Delay 51.3
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 609 1051 26 261 620 0 0 1122 123
Future Volume (veh/h) 0 0 0 609 1051 26 261 620 0 0 1122 123
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.83 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1863 1792 0 0 1850 1900
Adj Flow Rate, veh/h 406 1808 27 266 633 0 0 1145 126
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 0 0 2 6 0 0 3 3
Cap, veh/h 551 2268 34 369 2003 0 0 1219 134
Arrive On Green 0.30 0.30 0.30 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7443 111 1774 3495 0 0 3282 350
Grp Volume(v), veh/h 406 1385 450 266 633 0 0 630 641
Grp Sat Flow(s),veh/h/ln 1810 1900 1854 1774 1703 0 0 1758 1782
Q Serve(g_s), s 27.4 30.3 30.3 13.7 21.7 0.0 0.0 40.5 41.0
Cycle Q Clear(g_c), s 27.4 30.3 30.3 13.7 21.7 0.0 0.0 40.5 41.0
Prop In Lane 1.00 0.06 1.00 0.00 0.00 0.20
Lane Grp Cap(c), veh/h 551 1737 565 369 2003 0 0 672 681
V/C Ratio(X) 0.74 0.80 0.80 0.72 0.32 0.00 0.00 0.94 0.94
Avail Cap(c_a), veh/h 585 1844 600 388 2003 0 0 672 681
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.92 0.92 0.00 0.00 0.71 0.71
Uniform Delay (d), s/veh 42.4 43.4 43.4 57.9 31.3 0.0 0.0 14.7 14.7
Incr Delay (d2), s/veh 5.0 2.6 7.6 4.7 0.4 0.0 0.0 17.6 17.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.4 16.3 16.7 10.3 10.4 0.0 0.0 21.8 22.6
LnGrp Delay(d),s/veh 47.4 46.0 51.0 62.6 31.7 0.0 0.0 32.2 32.6
LnGrp LOS D D D E C C C
Approach Vol, veh/h 2241 899 1271
Approach Delay, s/veh 47.3 40.8 32.4
Approach LOS D D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 28.0 58.0 47.4
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 23.5 * 52 44.0
Max Q Clear Time (g_c+I1), s 23.7 15.7 43.0 32.3
Green Ext Time (p_c), s 3.0 2.0 3.5 9.1
Intersection Summary
HCM 2010 Ctrl Delay 41.7
HCM 2010 LOS D
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 1133 90 0 0 0 0 817 552 28 1694 0
Future Volume (veh/h) 50 1133 90 0 0 0 0 817 552 28 1694 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1856 1900 0 1881 1900 1863 1863 0
Adj Flow Rate, veh/h 53 1193 95 0 860 581 29 2496 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 2 2 0
Cap, veh/h 501 1325 105 0 2098 947 295 2247 0
Arrive On Green 0.28 0.28 0.28 0.00 1.00 1.00 0.02 0.84 0.00
Sat Flow, veh/h 1810 4784 381 0 3668 1613 1774 3632 0
Grp Volume(v), veh/h 53 842 446 0 860 581 29 2496 0
Grp Sat Flow(s),veh/h/ln 1810 1689 1787 0 1787 1613 1774 1770 0
Q Serve(g_s), s 3.0 32.7 32.7 0.0 0.0 0.0 0.9 86.3 0.0
Cycle Q Clear(g_c), s 3.0 32.7 32.7 0.0 0.0 0.0 0.9 86.3 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 501 935 495 0 2098 947 295 2247 0
V/C Ratio(X) 0.11 0.90 0.90 0.00 0.41 0.61 0.10 1.11 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2098 947 367 2247 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.33 1.33 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.94 0.94 0.16 0.16 0.00
Uniform Delay (d), s/veh 36.6 47.4 47.4 0.0 0.0 0.0 10.1 10.6 0.0
Incr Delay (d2), s/veh 0.1 10.3 17.4 0.0 0.6 2.8 0.0 51.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 16.5 18.5 0.0 0.2 0.7 0.4 55.9 0.0
LnGrp Delay(d),s/veh 36.7 57.7 64.7 0.0 0.6 2.8 10.1 61.7 0.0
LnGrp LOS D E E A A B F
Approach Vol, veh/h 1341 1441 2525
Approach Delay, s/veh 59.2 1.5 61.2
Approach LOS E A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 6.5 85.8 43.7 92.3
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 7.5 71.0 41.0 83.0
Max Q Clear Time (g_c+I1), s 2.9 2.0 34.7 88.3
Green Ext Time (p_c), s 0.0 49.5 3.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 44.5
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 128 181 34 195 177 62 0 1233 160 47 1561 130
Future Volume (veh/h) 128 181 34 195 177 62 0 1233 160 47 1561 130
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1776 1845 1845 1845 1792 1863 0 1845 1900 1863 1863 1900
Adj Flow Rate, veh/h 131 185 35 199 181 63 0 1258 163 48 1593 133
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 7 3 3 3 6 2 0 3 0 2 2 0
Cap, veh/h 184 235 195 191 229 197 0 2266 1042 257 2463 1121
Arrive On Green 0.06 0.13 0.13 0.06 0.13 0.13 0.00 0.65 0.65 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1529 1757 1792 1547 0 3597 1611 1774 3539 1612
Grp Volume(v), veh/h 131 185 35 199 181 63 0 1258 163 48 1593 133
Grp Sat Flow(s),veh/h/ln 1691 1845 1529 1757 1792 1547 0 1752 1611 1774 1770 1612
Q Serve(g_s), s 8.0 13.2 2.8 8.0 13.3 5.0 0.0 26.9 5.4 1.2 0.0 0.0
Cycle Q Clear(g_c), s 8.0 13.2 2.8 8.0 13.3 5.0 0.0 26.9 5.4 1.2 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 184 235 195 191 229 197 0 2266 1042 257 2463 1121
V/C Ratio(X) 0.71 0.79 0.18 1.04 0.79 0.32 0.00 0.56 0.16 0.19 0.65 0.12
Avail Cap(c_a), veh/h 184 488 405 191 474 410 0 2266 1042 326 2463 1121
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.77 0.77 0.77
Uniform Delay (d), s/veh 51.3 57.5 53.0 56.1 57.6 53.9 0.0 13.2 9.4 10.4 0.0 0.0
Incr Delay (d2), s/veh 10.4 5.7 0.4 76.6 6.0 0.9 0.0 1.0 0.3 0.1 1.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 7.1 1.2 7.4 7.0 2.2 0.0 13.2 2.5 0.6 0.3 0.1
LnGrp Delay(d),s/veh 61.7 63.2 53.4 132.7 63.6 54.9 0.0 14.2 9.8 10.5 1.0 0.2
LnGrp LOS E E D F E D B A B A A
Approach Vol, veh/h 351 443 1421 1774
Approach Delay, s/veh 61.7 93.4 13.7 1.2
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.7 93.9 12.0 23.4 100.6 12.0 23.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.2 28.9 10.0 15.2 2.0 10.0 15.3
Green Ext Time (p_c), s 0.0 21.8 0.0 1.4 30.9 0.0 1.4
Intersection Summary
HCM 2010 Ctrl Delay 21.2
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 206 91 21 49 168 67 85 1247 24 50 1130 321
Future Volume (veh/h) 206 91 21 49 168 67 85 1247 24 50 1130 321
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1881 1900 1900 1871 1900 1881 1846 1900 1792 1845 1863
Adj Flow Rate, veh/h 215 95 22 51 175 70 89 1299 25 52 1177 334
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 1 0 0 1 1 1 3 3 6 3 2
Cap, veh/h 303 500 506 223 285 110 243 1754 34 67 1717 916
Arrive On Green 0.09 0.27 0.27 0.11 0.11 0.11 0.05 0.50 0.50 0.04 0.49 0.49
Sat Flow, veh/h 3408 1881 1613 1292 2508 966 1792 3519 68 1707 3505 1582
Grp Volume(v), veh/h 215 95 22 51 122 123 89 647 677 52 1177 334
Grp Sat Flow(s),veh/h/ln 1704 1881 1613 1292 1777 1697 1792 1753 1834 1707 1752 1582
Q Serve(g_s), s 5.8 3.7 0.9 3.4 6.2 6.5 2.3 27.7 27.7 2.8 24.3 10.6
Cycle Q Clear(g_c), s 5.8 3.7 0.9 3.4 6.2 6.5 2.3 27.7 27.7 2.8 24.3 10.6
Prop In Lane 1.00 1.00 1.00 0.57 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 303 500 506 223 202 193 243 874 914 67 1717 916
V/C Ratio(X) 0.71 0.19 0.04 0.23 0.60 0.64 0.37 0.74 0.74 0.77 0.69 0.36
Avail Cap(c_a), veh/h 867 1097 1018 419 471 450 613 874 914 326 1717 916
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.8 26.8 22.5 38.6 39.8 39.9 14.8 18.8 18.8 44.9 18.5 10.6
Incr Delay (d2), s/veh 3.1 0.2 0.0 0.5 2.9 3.5 0.9 5.6 5.4 16.8 2.2 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.8 1.9 0.4 1.3 3.2 3.3 1.2 14.7 15.3 1.7 12.3 4.9
LnGrp Delay(d),s/veh 44.9 26.9 22.5 39.1 42.7 43.4 15.7 24.4 24.2 61.7 20.7 11.7
LnGrp LOS D C C D D D B C C E C B
Approach Vol, veh/h 332 296 1413 1563
Approach Delay, s/veh 38.2 42.4 23.8 20.2
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.5 52.7 14.4 16.7 9.7 53.5 31.1
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.3 26.3 7.8 8.5 4.8 29.7 5.7
Green Ext Time (p_c), s 0.2 12.8 0.6 2.0 0.1 14.8 2.4
Intersection Summary
HCM 2010 Ctrl Delay 25.1
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 31 58 2 46 90 14 14 1345 33 15 1130 39
Future Volume (veh/h) 31 58 2 46 90 14 14 1345 33 15 1130 39
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1727 1864 1900 1827 1868 1900 1900 1843 1900 1681 1843 1900
Adj Flow Rate, veh/h 32 60 2 48 94 15 15 1401 34 16 1177 41
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 10 2 2 4 2 2 0 3 3 13 3 3
Cap, veh/h 204 235 8 246 206 33 353 2374 58 269 2346 82
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.68 0.68 0.68 0.68 0.68 0.68
Sat Flow, veh/h 1184 1793 60 1307 1572 251 466 3495 85 335 3453 120
Grp Volume(v), veh/h 32 0 62 48 0 109 15 701 734 16 597 621
Grp Sat Flow(s),veh/h/ln 1184 0 1853 1307 0 1823 466 1751 1828 335 1751 1822
Q Serve(g_s), s 1.6 0.0 1.9 2.2 0.0 3.5 1.0 13.6 13.6 1.7 10.5 10.5
Cycle Q Clear(g_c), s 5.1 0.0 1.9 4.1 0.0 3.5 11.5 13.6 13.6 15.3 10.5 10.5
Prop In Lane 1.00 0.03 1.00 0.14 1.00 0.05 1.00 0.07
Lane Grp Cap(c), veh/h 204 0 243 246 0 239 353 1190 1242 269 1190 1238
V/C Ratio(X) 0.16 0.00 0.26 0.20 0.00 0.46 0.04 0.59 0.59 0.06 0.50 0.50
Avail Cap(c_a), veh/h 535 0 761 611 0 749 353 1190 1242 269 1190 1238
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.8 0.0 24.7 26.6 0.0 25.4 7.7 5.4 5.4 9.5 4.9 4.9
Incr Delay (d2), s/veh 0.4 0.0 0.5 0.4 0.0 1.4 0.2 2.1 2.1 0.4 1.5 1.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.0 1.0 0.8 0.0 1.8 0.2 7.1 7.4 0.2 5.5 5.7
LnGrp Delay(d),s/veh 28.1 0.0 25.3 26.9 0.0 26.8 8.0 7.6 7.5 10.0 6.4 6.4
LnGrp LOS C C C C A A A A A A
Approach Vol, veh/h 94 157 1450 1234
Approach Delay, s/veh 26.2 26.8 7.5 6.5
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 14.3 49.0 14.3
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 17.3 6.1 15.6 7.1
Green Ext Time (p_c), s 20.6 1.1 21.6 1.1
Intersection Summary
HCM 2010 Ctrl Delay 8.7
HCM 2010 LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 35 32 73 3 59 13 135 189 4 2 71 66
Future Volume (veh/h) 35 32 73 3 59 13 135 189 4 2 71 66
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1900 1900 1900 1881 1900 1900 1881 1900
Adj Flow Rate, veh/h 39 36 81 3 66 14 150 210 4 2 79 73
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 0 0 0 1 1 1 0 0 0
Cap, veh/h 133 77 129 79 233 48 451 594 10 75 548 495
Arrive On Green 0.16 0.16 0.16 0.16 0.16 0.16 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 271 496 828 24 1499 309 578 985 17 3 908 821
Grp Volume(v), veh/h 156 0 0 83 0 0 364 0 0 154 0 0
Grp Sat Flow(s),veh/h/ln 1595 0 0 1832 0 0 1581 0 0 1733 0 0
Q Serve(g_s), s 2.1 0.0 0.0 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.4 0.0 0.0 2.0 0.0 0.0 5.3 0.0 0.0 1.9 0.0 0.0
Prop In Lane 0.25 0.52 0.04 0.17 0.41 0.01 0.01 0.47
Lane Grp Cap(c), veh/h 339 0 0 360 0 0 1056 0 0 1118 0 0
V/C Ratio(X) 0.46 0.00 0.00 0.23 0.00 0.00 0.34 0.00 0.00 0.14 0.00 0.00
Avail Cap(c_a), veh/h 877 0 0 989 0 0 1056 0 0 1118 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.6 0.0 0.0 18.6 0.0 0.0 4.9 0.0 0.0 4.3 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 0.9 0.0 0.0 0.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.1 0.0 0.0 1.0 0.0 0.0 2.7 0.0 0.0 1.0 0.0 0.0
LnGrp Delay(d),s/veh 20.5 0.0 0.0 18.9 0.0 0.0 5.8 0.0 0.0 4.6 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 156 83 364 154
Approach Delay, s/veh 20.5 18.9 5.8 4.6
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 13.7 36.0 13.7
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 3.9 4.0 7.3 6.4
Green Ext Time (p_c), s 3.5 1.3 3.4 1.3
Intersection Summary
HCM 2010 Ctrl Delay 10.0
HCM 2010 LOS B
Intersection
Int Delay, s/veh 1.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 31 8 384 48 116 397 10
Future Vol, veh/h 1 0 2 5 1 31 8 384 48 116 397 10
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 33 9 413 52 125 427 11
Approach EB WB NB SB
HCM Control Delay, s 17.1 15.1 0.1 1.9
HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1129 - - 300 133 591 1095 - -
HCM Lane V/C Ratio 0.008 - - 0.011 0.049 0.056 0.114 - -
HCM Control Delay (s) 8.2 0 - 17.1 33.4 11.5 8.7 0 -
HCM Lane LOS A A - C D B A A -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.2 0.4 - -
Intersection
Int Delay, s/veh 1.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 30 52 449 62 48 385
Future Vol, veh/h 30 52 449 62 48 385
Conflicting Peds, #/hr 0 0 0 4 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 3 0 3 3 2 2
Mvmt Flow 34 59 510 70 55 438
Approach WB NB SB
HCM Control Delay, s 14.1 0 1
HCM LOS B
Intersection
Int Delay, s/veh 2.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 48 72 587 173 155 588
Future Vol, veh/h 48 72 587 173 155 588
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 3 3 0 0 2
Mvmt Flow 52 77 631 186 167 632
Approach WB NB SB
HCM Control Delay, s 22.9 0 2.2
HCM LOS C
Intersection
Int Delay, s/veh 0.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 21 8 759 3 10 619
Future Vol, veh/h 21 8 759 3 10 619
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 0 3 0 0 1
Mvmt Flow 22 8 799 3 11 652
Approach WB NB SB
HCM Control Delay, s 16.3 0 0.1
HCM LOS C
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 3 13 0 6 24 759 52 3 609 29
Future Vol, veh/h 0 0 3 13 0 6 24 759 52 3 609 29
Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 2 2 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 13 0 6 25 782 54 3 628 30
Approach EB WB NB SB
HCM Control Delay, s 12.6 38.8 0.3 0
HCM LOS B E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 938 - - 476 126 805 - -
HCM Lane V/C Ratio 0.026 - - 0.006 0.155 0.004 - -
HCM Control Delay (s) 8.9 - - 12.6 38.8 9.5 - -
HCM Lane LOS A - - B E A - -
HCM 95th %tile Q(veh) 0.1 - - 0 0.5 0 - -
Intersection
Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 138 2 832 4 77 652 0
Future Vol, veh/h 0 0 0 1 0 138 2 832 4 77 652 0
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 2 2 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 148 2 895 4 83 701 0
Approach EB WB NB SB
HCM Control Delay, s 0 14.7 0 1.1
HCM LOS A B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 905 - - - 519 737 - -
HCM Lane V/C Ratio 0.002 - - - 0.288 0.112 - -
HCM Control Delay (s) 9 0 - 0 14.7 10.5 - -
HCM Lane LOS A A - A B B - -
HCM 95th %tile Q(veh) 0 - - - 1.2 0.4 - -
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 6 104 135 23 12 9
Future Vol, veh/h 6 104 135 23 12 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 3 1 0 12 9
Mvmt Flow 6 109 142 24 13 9
Approach EB WB SB
HCM Control Delay, s 0.4 0 10
HCM LOS B
Zone Summary
Zone wide Queuing Penalty: 77
Zone Summary
Zone wide Queuing Penalty: 938
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 55 90 35 70 61 8 0 366 80 0 467 54
Future Volume (veh/h) 55 90 35 70 61 8 0 366 80 0 467 54
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1790 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 60 99 0 77 67 9 0 402 88 0 513 59
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 409 398 0 405 353 47 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1529 205 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 60 99 0 77 0 76 0 402 88 0 513 59
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1734 0 1845 1599 0 1863 1509
Q Serve(g_s), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 15.0 3.1 0.0 20.5 2.2
Cycle Q Clear(g_c), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 15.0 3.1 0.0 20.5 2.2
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
V/C Ratio(X) 0.15 0.25 0.00 0.19 0.00 0.19 0.00 0.71 0.18 0.00 0.90 0.13
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.9 24.5 0.0 24.1 0.0 24.1 0.0 23.9 19.8 0.0 25.8 19.5
Incr Delay (d2), s/veh 0.8 1.5 0.0 1.0 0.0 1.1 0.0 7.3 0.8 0.0 19.1 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.1 1.9 0.0 1.4 0.0 1.4 0.0 8.7 1.5 0.0 13.6 1.0
LnGrp Delay(d),s/veh 24.6 26.0 0.0 25.2 0.0 25.2 0.0 31.2 20.6 0.0 44.9 20.0
LnGrp LOS C C C C C C D C
Approach Vol, veh/h 159 153 490 572
Approach Delay, s/veh 25.5 25.2 29.3 42.3
Approach LOS C C C D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 33.8
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 116 0 412 0 0 0 290 427 0 0 395 54
Future Volume (veh/h) 116 0 412 0 0 0 290 427 0 0 395 54
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1867 1900
Adj Flow Rate, veh/h 123 0 438 309 454 0 0 420 57
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 383 398 414 748 1262 0 0 889 121
Arrive On Green 0.21 0.00 0.21 0.10 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1605 218
Grp Volume(v), veh/h 123 0 438 309 454 0 0 0 477
Grp Sat Flow(s),veh/h/ln 1792 1863 1211 1792 1827 0 0 0 1822
Q Serve(g_s), s 6.4 0.0 23.5 7.6 11.2 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.4 0.0 23.5 7.6 11.2 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12
Lane Grp Cap(c), veh/h 383 398 414 748 1262 0 0 0 1009
V/C Ratio(X) 0.32 0.00 1.06 0.41 0.36 0.00 0.00 0.00 0.47
Avail Cap(c_a), veh/h 383 398 414 1040 1262 0 0 0 1009
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 36.5 0.0 39.1 7.3 7.0 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.5 0.0 60.5 0.4 0.2 0.0 0.0 0.0 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.2 0.0 28.2 3.7 5.6 0.0 0.0 0.0 0.4
LnGrp Delay(d),s/veh 37.0 0.0 99.6 7.7 7.2 0.0 0.0 0.0 1.6
LnGrp LOS D F A A A
Approach Vol, veh/h 561 763 477
Approach Delay, s/veh 85.9 7.4 1.6
Approach LOS F A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.1 66.9 28.0 82.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 28.5 43.0 23.5 76.0
Max Q Clear Time (g_c+I1), s 9.6 2.0 25.5 13.2
Green Ext Time (p_c), s 1.0 7.4 0.0 7.6
Intersection Summary
HCM 2010 Ctrl Delay 30.3
HCM 2010 LOS C
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 66 525 144 78 589 313 217 1096 49 446 758 21
Future Volume (veh/h) 66 525 144 78 589 313 217 1096 49 446 758 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1900 1869 1900 1863 1828 1900 1863 1844 1900
Adj Flow Rate, veh/h 69 553 152 82 620 329 228 1154 52 469 798 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 2 0 2 2 2 4 4 2 3 3
Cap, veh/h 155 798 219 239 672 357 259 1077 49 530 1136 31
Arrive On Green 0.04 0.29 0.29 0.05 0.30 0.30 0.15 0.32 0.32 0.15 0.33 0.33
Sat Flow, veh/h 1774 2735 749 1810 2229 1183 1774 3386 153 3442 3482 96
Grp Volume(v), veh/h 69 357 348 82 494 455 228 592 614 469 401 419
Grp Sat Flow(s),veh/h/ln 1774 1770 1715 1810 1776 1636 1774 1737 1802 1721 1752 1827
Q Serve(g_s), s 3.0 19.7 19.8 3.4 29.6 29.6 13.9 35.0 35.0 14.7 22.0 22.0
Cycle Q Clear(g_c), s 3.0 19.7 19.8 3.4 29.6 29.6 13.9 35.0 35.0 14.7 22.0 22.0
Prop In Lane 1.00 0.44 1.00 0.72 1.00 0.08 1.00 0.05
Lane Grp Cap(c), veh/h 155 516 500 239 535 493 259 553 573 530 571 596
V/C Ratio(X) 0.44 0.69 0.70 0.34 0.92 0.92 0.88 1.07 1.07 0.88 0.70 0.70
Avail Cap(c_a), veh/h 205 516 500 273 535 493 323 553 573 563 571 596
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 0.85 0.85
Uniform Delay (d), s/veh 29.8 34.6 34.6 27.0 37.2 37.2 46.0 37.5 37.5 45.6 32.4 32.4
Incr Delay (d2), s/veh 0.7 7.4 7.8 0.3 23.8 25.2 20.0 58.6 58.2 13.0 3.3 3.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 10.7 10.5 1.7 18.1 16.9 8.2 25.7 26.6 7.9 11.1 11.6
LnGrp Delay(d),s/veh 30.5 42.0 42.4 27.3 61.0 62.4 66.0 96.1 95.7 58.6 35.7 35.6
LnGrp LOS C D D C E E E F F E D D
Approach Vol, veh/h 774 1031 1434 1289
Approach Delay, s/veh 41.1 58.9 91.1 44.0
Approach LOS D E F D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.0 38.1 20.1 41.9 8.9 39.2 21.0 41.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 29.0 20.0 33.0 7.5 29.0 18.0 35.0
Max Q Clear Time (g_c+I1), s 5.4 21.8 15.9 24.0 5.0 31.6 16.7 37.0
Green Ext Time (p_c), s 0.0 5.9 0.2 7.0 0.0 0.0 0.3 0.0
Intersection Summary
HCM 2010 Ctrl Delay 61.8
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 659 1138 28 283 671 0 0 1215 133
Future Volume (veh/h) 0 0 0 659 1138 28 283 671 0 0 1215 133
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1863 1792 0 0 1850 1900
Adj Flow Rate, veh/h 440 1958 29 289 685 0 0 1240 136
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 0 0 2 6 0 0 3 3
Cap, veh/h 568 2337 35 340 2003 0 0 1220 133
Arrive On Green 0.31 0.31 0.31 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7445 110 1774 3495 0 0 3283 349
Grp Volume(v), veh/h 440 1499 488 289 685 0 0 681 695
Grp Sat Flow(s),veh/h/ln 1810 1900 1855 1774 1703 0 0 1757 1782
Q Serve(g_s), s 30.0 33.3 33.3 17.9 23.6 0.0 0.0 52.0 52.0
Cycle Q Clear(g_c), s 30.0 33.3 33.3 17.9 23.6 0.0 0.0 52.0 52.0
Prop In Lane 1.00 0.06 1.00 0.00 0.00 0.20
Lane Grp Cap(c), veh/h 568 1789 582 340 2003 0 0 672 681
V/C Ratio(X) 0.77 0.84 0.84 0.85 0.34 0.00 0.00 1.01 1.02
Avail Cap(c_a), veh/h 585 1844 600 359 2003 0 0 672 681
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.90 0.90 0.00 0.00 0.71 0.71
Uniform Delay (d), s/veh 42.3 43.4 43.4 60.8 32.1 0.0 0.0 16.0 16.0
Incr Delay (d2), s/veh 6.7 3.7 10.4 14.3 0.4 0.0 0.0 32.7 34.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.1 18.1 18.8 12.1 11.3 0.0 0.0 30.0 30.7
LnGrp Delay(d),s/veh 49.0 47.1 53.8 75.0 32.5 0.0 0.0 48.7 50.2
LnGrp LOS D D D E C F F
Approach Vol, veh/h 2427 974 1376
Approach Delay, s/veh 48.8 45.1 49.4
Approach LOS D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 28.0 58.0 48.7
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 23.5 * 52 44.0
Max Q Clear Time (g_c+I1), s 25.6 19.9 54.0 35.3
Green Ext Time (p_c), s 3.3 1.3 0.0 7.4
Intersection Summary
HCM 2010 Ctrl Delay 48.2
HCM 2010 LOS D
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 54 1227 97 0 0 0 0 885 598 30 1834 0
Future Volume (veh/h) 54 1227 97 0 0 0 0 885 598 30 1834 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1856 1900 0 1881 1900 1863 1863 0
Adj Flow Rate, veh/h 57 1292 102 0 932 629 32 2703 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 2 2 0
Cap, veh/h 527 1394 110 0 2045 922 268 2197 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.02 0.83 0.00
Sat Flow, veh/h 1810 4788 378 0 3668 1612 1774 3632 0
Grp Volume(v), veh/h 57 912 482 0 932 629 32 2703 0
Grp Sat Flow(s),veh/h/ln 1810 1689 1788 0 1787 1612 1774 1770 0
Q Serve(g_s), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Cycle Q Clear(g_c), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 527 983 520 0 2045 922 268 2197 0
V/C Ratio(X) 0.11 0.93 0.93 0.00 0.46 0.68 0.12 1.23 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2045 922 339 2197 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.33 1.33 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.84 0.84 0.09 0.09 0.00
Uniform Delay (d), s/veh 35.3 46.8 46.8 0.0 0.0 0.0 10.9 11.9 0.0
Incr Delay (d2), s/veh 0.1 13.7 22.0 0.0 0.6 3.4 0.0 104.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.6 18.5 20.7 0.0 0.2 0.9 0.5 71.2 0.0
LnGrp Delay(d),s/veh 35.4 60.5 68.8 0.0 0.6 3.4 10.9 116.0 0.0
LnGrp LOS D E E A A B F
Approach Vol, veh/h 1451 1561 2735
Approach Delay, s/veh 62.3 1.8 114.8
Approach LOS E A F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 6.6 83.8 45.6 90.4
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 7.5 71.0 41.0 83.0
Max Q Clear Time (g_c+I1), s 3.0 2.0 37.6 86.4
Green Ext Time (p_c), s 0.0 55.4 2.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 70.8
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 196 37 211 192 67 0 1335 173 51 1690 141
Future Volume (veh/h) 139 196 37 211 192 67 0 1335 173 51 1690 141
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1776 1845 1845 1845 1792 1863 0 1845 1900 1863 1863 1900
Adj Flow Rate, veh/h 142 200 38 215 196 68 0 1362 177 52 1724 144
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 7 3 3 3 6 2 0 3 0 2 2 0
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 227 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 215 196 68 0 1362 177 52 1724 144
Grp Sat Flow(s),veh/h/ln 1691 1845 1530 1757 1792 1548 0 1752 1611 1774 1770 1611
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 31.3 6.1 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 31.3 6.1 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 183 250 207 190 243 210 0 2234 1027 227 2436 1109
V/C Ratio(X) 0.77 0.80 0.18 1.13 0.81 0.32 0.00 0.61 0.17 0.23 0.71 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 294 2436 1109
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.73 0.73 0.73
Uniform Delay (d), s/veh 51.9 57.0 52.1 55.5 57.1 53.2 0.0 14.6 10.0 12.0 0.0 0.0
Incr Delay (d2), s/veh 17.0 5.9 0.4 104.7 6.3 0.9 0.0 1.2 0.4 0.1 1.3 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.5 7.7 1.3 8.8 7.6 2.4 0.0 15.5 2.8 0.7 0.4 0.1
LnGrp Delay(d),s/veh 68.8 62.9 52.6 160.1 63.4 54.1 0.0 15.9 10.4 12.2 1.3 0.2
LnGrp LOS E E D F E D B B B A A
Approach Vol, veh/h 380 479 1539 1920
Approach Delay, s/veh 64.1 105.5 15.2 1.5
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.9 92.7 12.0 24.4 99.6 12.0 24.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.4 33.3 10.0 16.3 2.0 10.0 16.4
Green Ext Time (p_c), s 0.0 22.0 0.0 1.5 36.8 0.0 1.5
Intersection Summary
HCM 2010 Ctrl Delay 23.4
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 223 99 23 53 182 73 92 1350 26 54 1224 348
Future Volume (veh/h) 223 99 23 53 182 73 92 1350 26 54 1224 348
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1881 1900 1900 1871 1900 1881 1846 1900 1792 1845 1863
Adj Flow Rate, veh/h 232 103 24 55 190 76 96 1406 27 56 1275 362
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 1 0 0 1 1 1 3 3 6 3 2
Cap, veh/h 320 520 523 229 301 116 219 1722 33 72 1693 913
Arrive On Green 0.09 0.28 0.28 0.12 0.12 0.12 0.05 0.49 0.49 0.04 0.48 0.48
Sat Flow, veh/h 3408 1881 1613 1281 2506 968 1792 3520 68 1707 3505 1582
Grp Volume(v), veh/h 232 103 24 55 133 133 96 700 733 56 1275 362
Grp Sat Flow(s),veh/h/ln 1704 1881 1613 1281 1777 1697 1792 1753 1834 1707 1752 1582
Q Serve(g_s), s 6.4 4.0 1.0 3.8 6.8 7.2 2.5 32.6 32.7 3.1 28.4 12.1
Cycle Q Clear(g_c), s 6.4 4.0 1.0 3.8 6.8 7.2 2.5 32.6 32.7 3.1 28.4 12.1
Prop In Lane 1.00 1.00 1.00 0.57 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 320 520 523 229 213 204 219 858 897 72 1693 913
V/C Ratio(X) 0.73 0.20 0.05 0.24 0.62 0.65 0.44 0.82 0.82 0.78 0.75 0.40
Avail Cap(c_a), veh/h 851 1077 1001 408 462 442 580 858 897 320 1693 913
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 42.3 26.6 22.3 38.9 40.2 40.4 17.2 20.9 20.9 45.6 20.2 11.1
Incr Delay (d2), s/veh 3.1 0.2 0.0 0.5 3.0 3.5 1.4 8.4 8.2 16.7 3.2 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.1 2.1 0.4 1.4 3.5 3.6 1.3 17.8 18.5 1.8 14.4 5.5
LnGrp Delay(d),s/veh 45.5 26.8 22.3 39.4 43.2 43.9 18.6 29.3 29.0 62.3 23.3 12.4
LnGrp LOS D C C D D D B C C E C B
Approach Vol, veh/h 359 321 1529 1693
Approach Delay, s/veh 38.6 42.8 28.5 22.3
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.6 52.9 15.0 17.5 10.0 53.5 32.5
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.5 30.4 8.4 9.2 5.1 34.7 6.0
Green Ext Time (p_c), s 0.2 9.8 0.7 2.1 0.1 11.3 2.6
Intersection Summary
HCM 2010 Ctrl Delay 27.9
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 63 2 50 97 15 15 1457 36 16 1224 42
Future Volume (veh/h) 34 63 2 50 97 15 15 1457 36 16 1224 42
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1727 1864 1900 1827 1868 1900 1900 1843 1900 1681 1843 1900
Adj Flow Rate, veh/h 35 66 2 52 101 16 16 1518 38 17 1275 44
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 10 2 2 4 2 2 0 3 3 13 3 3
Cap, veh/h 207 250 8 251 219 35 316 2351 59 238 2326 80
Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.67 0.67 0.67 0.67 0.67 0.67
Sat Flow, veh/h 1176 1800 55 1300 1574 249 423 3492 87 298 3455 119
Grp Volume(v), veh/h 35 0 68 52 0 117 16 760 796 17 646 673
Grp Sat Flow(s),veh/h/ln 1176 0 1854 1300 0 1823 423 1751 1828 298 1751 1822
Q Serve(g_s), s 1.8 0.0 2.1 2.4 0.0 3.8 1.3 16.0 16.1 2.2 12.2 12.2
Cycle Q Clear(g_c), s 5.6 0.0 2.1 4.5 0.0 3.8 13.5 16.0 16.1 18.3 12.2 12.2
Prop In Lane 1.00 0.03 1.00 0.14 1.00 0.05 1.00 0.07
Lane Grp Cap(c), veh/h 207 0 258 251 0 253 316 1179 1231 238 1179 1227
V/C Ratio(X) 0.17 0.00 0.26 0.21 0.00 0.46 0.05 0.64 0.65 0.07 0.55 0.55
Avail Cap(c_a), veh/h 522 0 755 599 0 742 316 1179 1231 238 1179 1227
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.9 0.0 24.6 26.6 0.0 25.3 8.9 6.0 6.0 11.3 5.4 5.4
Incr Delay (d2), s/veh 0.4 0.0 0.5 0.4 0.0 1.3 0.3 2.7 2.6 0.6 1.8 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.0 1.1 0.9 0.0 2.0 0.2 8.5 8.9 0.2 6.3 6.6
LnGrp Delay(d),s/veh 28.3 0.0 25.1 27.0 0.0 26.6 9.2 8.8 8.7 11.9 7.2 7.2
LnGrp LOS C C C C A A A B A A
Approach Vol, veh/h 103 169 1572 1336
Approach Delay, s/veh 26.2 26.7 8.7 7.3
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 14.9 49.0 14.9
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 20.3 6.5 18.1 7.6
Green Ext Time (p_c), s 19.6 1.2 21.3 1.2
Intersection Summary
HCM 2010 Ctrl Delay 9.6
HCM 2010 LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 38 35 79 3 64 14 146 205 4 2 77 71
Future Volume (veh/h) 38 35 79 3 64 14 146 205 4 2 77 71
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1864 1900 1900 1900 1900 1900 1881 1900 1900 1881 1900
Adj Flow Rate, veh/h 42 39 88 3 71 16 162 228 4 2 86 79
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 0 0 0 1 1 1 0 0 0
Cap, veh/h 134 82 137 77 245 54 443 587 10 74 543 489
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 269 495 830 21 1483 325 573 984 16 3 910 820
Grp Volume(v), veh/h 169 0 0 90 0 0 394 0 0 167 0 0
Grp Sat Flow(s),veh/h/ln 1594 0 0 1830 0 0 1573 0 0 1733 0 0
Q Serve(g_s), s 2.4 0.0 0.0 0.0 0.0 0.0 3.3 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.9 0.0 0.0 2.2 0.0 0.0 6.1 0.0 0.0 2.2 0.0 0.0
Prop In Lane 0.25 0.52 0.03 0.18 0.41 0.01 0.01 0.47
Lane Grp Cap(c), veh/h 353 0 0 377 0 0 1039 0 0 1106 0 0
V/C Ratio(X) 0.48 0.00 0.00 0.24 0.00 0.00 0.38 0.00 0.00 0.15 0.00 0.00
Avail Cap(c_a), veh/h 866 0 0 977 0 0 1039 0 0 1106 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.5 0.0 0.0 18.4 0.0 0.0 5.3 0.0 0.0 4.5 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 0.0 0.0 1.1 0.0 0.0 3.2 0.0 0.0 1.1 0.0 0.0
LnGrp Delay(d),s/veh 20.5 0.0 0.0 18.8 0.0 0.0 6.3 0.0 0.0 4.8 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 169 90 394 167
Approach Delay, s/veh 20.5 18.8 6.3 4.8
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 14.3 36.0 14.3
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 4.2 4.2 8.1 6.9
Green Ext Time (p_c), s 3.9 1.5 3.7 1.4
Intersection Summary
HCM 2010 Ctrl Delay 10.3
HCM 2010 LOS B
Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 34 9 416 52 126 430 11
Future Vol, veh/h 1 0 2 5 1 34 9 416 52 126 430 11
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 37 10 447 56 135 462 12
Approach EB WB NB SB
HCM Control Delay, s 19.1 15.9 0.2 2
HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1095 - - 258 111 564 1061 - -
HCM Lane V/C Ratio 0.009 - - 0.013 0.058 0.065 0.128 - -
HCM Control Delay (s) 8.3 0 - 19.1 39.4 11.8 8.9 0 -
HCM Lane LOS A A - C E B A A -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.2 0.4 - -
Intersection
Int Delay, s/veh 1.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 32 56 486 67 52 417
Future Vol, veh/h 32 56 486 67 52 417
Conflicting Peds, #/hr 0 0 0 4 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 3 0 3 3 2 2
Mvmt Flow 36 64 552 76 59 474
Approach WB NB SB
HCM Control Delay, s 15 0 1
HCM LOS C
Intersection
Int Delay, s/veh 3.1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 52 78 636 187 168 637
Future Vol, veh/h 52 78 636 187 168 637
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 3 3 0 0 2
Mvmt Flow 56 84 684 201 181 685
Approach WB NB SB
HCM Control Delay, s 27.6 0 2.3
HCM LOS D
Intersection
Int Delay, s/veh 0.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 23 9 822 3 11 670
Future Vol, veh/h 23 9 822 3 11 670
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 0 3 0 0 1
Mvmt Flow 24 9 865 3 12 705
Approach WB NB SB
HCM Control Delay, s 17.4 0 0.2
HCM LOS C
Intersection
Int Delay, s/veh 0.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 3 14 0 6 26 822 56 3 659 31
Future Vol, veh/h 0 0 3 14 0 6 26 822 56 3 659 31
Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 2 2 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 14 0 6 27 847 58 3 679 32
Approach EB WB NB SB
HCM Control Delay, s 13.1 48.5 0.3 0
HCM LOS B E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 897 - - 445 103 759 - -
HCM Lane V/C Ratio 0.03 - - 0.007 0.2 0.004 - -
HCM Control Delay (s) 9.1 - - 13.1 48.5 9.8 - -
HCM Lane LOS A - - B E A - -
HCM 95th %tile Q(veh) 0.1 - - 0 0.7 0 - -
Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 149 2 901 4 83 706 0
Future Vol, veh/h 0 0 0 1 0 149 2 901 4 83 706 0
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 2 2 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 160 2 969 4 89 759 0
Approach EB WB NB SB
HCM Control Delay, s 0 16.1 0 1.2
HCM LOS A C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 861 - - - 485 690 - -
HCM Lane V/C Ratio 0.002 - - - 0.333 0.129 - -
HCM Control Delay (s) 9.2 0 - 0 16.1 11 - -
HCM Lane LOS A A - A C B - -
HCM 95th %tile Q(veh) 0 - - - 1.4 0.4 - -
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 6 113 146 25 13 10
Future Vol, veh/h 6 113 146 25 13 10
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 3 1 0 12 9
Mvmt Flow 6 119 154 26 14 11
Approach EB WB SB
HCM Control Delay, s 0.4 0 10.2
HCM LOS B
Zone Summary
Zone wide Queuing Penalty: 197
Zone Summary
Zone wide Queuing Penalty: 1739
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 55 90 35 70 61 8 0 465 80 0 624 54
Future Volume (veh/h) 55 90 35 70 61 8 0 465 80 0 624 54
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1790 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 60 99 0 77 67 9 0 511 88 0 686 59
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 409 398 0 405 353 47 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1529 205 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 60 99 0 77 0 76 0 511 88 0 686 59
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1734 0 1845 1599 0 1863 1509
Q Serve(g_s), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 20.7 3.1 0.0 24.0 2.2
Cycle Q Clear(g_c), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 20.7 3.1 0.0 24.0 2.2
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
V/C Ratio(X) 0.15 0.25 0.00 0.19 0.00 0.19 0.00 0.90 0.18 0.00 1.20 0.13
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.9 24.5 0.0 24.1 0.0 24.1 0.0 25.9 19.8 0.0 27.0 19.5
Incr Delay (d2), s/veh 0.8 1.5 0.0 1.0 0.0 1.1 0.0 19.9 0.8 0.0 104.7 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.1 1.9 0.0 1.4 0.0 1.4 0.0 13.6 1.5 0.0 28.9 1.0
LnGrp Delay(d),s/veh 24.6 26.0 0.0 25.2 0.0 25.2 0.0 45.7 20.6 0.0 131.7 20.0
LnGrp LOS C C C C D C F C
Approach Vol, veh/h 159 153 599 745
Approach Delay, s/veh 25.5 25.2 42.0 122.9
Approach LOS C C D F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 75.3
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 210 0 412 0 0 0 329 522 0 0 493 74
Future Volume (veh/h) 210 0 412 0 0 0 329 522 0 0 493 74
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1868 1900
Adj Flow Rate, veh/h 223 0 438 350 555 0 0 524 79
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 383 398 434 704 1262 0 0 855 129
Arrive On Green 0.21 0.00 0.21 0.11 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1580 238
Grp Volume(v), veh/h 223 0 438 350 555 0 0 0 603
Grp Sat Flow(s),veh/h/ln 1792 1863 1211 1792 1827 0 0 0 1819
Q Serve(g_s), s 12.3 0.0 23.5 8.9 14.8 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 12.3 0.0 23.5 8.9 14.8 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13
Lane Grp Cap(c), veh/h 383 398 434 704 1262 0 0 0 984
V/C Ratio(X) 0.58 0.00 1.01 0.50 0.44 0.00 0.00 0.00 0.61
Avail Cap(c_a), veh/h 383 398 434 974 1262 0 0 0 984
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 38.8 0.0 38.5 7.6 7.5 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 2.2 0.0 45.3 0.5 0.2 0.0 0.0 0.0 2.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.3 0.0 27.6 4.4 7.5 0.0 0.0 0.0 0.8
LnGrp Delay(d),s/veh 41.1 0.0 83.8 8.1 7.8 0.0 0.0 0.0 2.8
LnGrp LOS D F A A A
Approach Vol, veh/h 661 905 603
Approach Delay, s/veh 69.4 7.9 2.8
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 16.5 65.5 28.0 82.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 28.5 43.0 23.5 76.0
Max Q Clear Time (g_c+I1), s 10.9 2.0 25.5 16.8
Green Ext Time (p_c), s 1.1 10.2 0.0 10.7
Intersection Summary
HCM 2010 Ctrl Delay 25.2
HCM 2010 LOS C
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 66 577 158 78 632 398 279 1220 49 495 841 21
Future Volume (veh/h) 66 577 158 78 632 398 279 1220 49 495 841 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1900 1870 1900 1863 1828 1900 1863 1844 1900
Adj Flow Rate, veh/h 69 607 166 82 665 419 294 1284 52 521 885 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 2 0 2 2 2 4 4 2 3 3
Cap, veh/h 137 771 211 210 606 382 321 1083 44 563 1051 26
Arrive On Green 0.04 0.28 0.28 0.05 0.29 0.29 0.18 0.32 0.32 0.16 0.30 0.30
Sat Flow, veh/h 1774 2738 747 1810 2080 1308 1774 3403 138 3442 3493 87
Grp Volume(v), veh/h 69 392 381 82 568 516 294 655 681 521 444 463
Grp Sat Flow(s),veh/h/ln 1774 1770 1715 1810 1776 1611 1774 1737 1804 1721 1752 1828
Q Serve(g_s), s 3.0 22.5 22.6 3.5 32.1 32.1 17.9 35.0 35.0 16.4 26.1 26.1
Cycle Q Clear(g_c), s 3.0 22.5 22.6 3.5 32.1 32.1 17.9 35.0 35.0 16.4 26.1 26.1
Prop In Lane 1.00 0.44 1.00 0.81 1.00 0.08 1.00 0.05
Lane Grp Cap(c), veh/h 137 499 483 210 518 470 321 553 574 563 527 550
V/C Ratio(X) 0.50 0.79 0.79 0.39 1.10 1.10 0.92 1.18 1.19 0.93 0.84 0.84
Avail Cap(c_a), veh/h 186 499 483 243 518 470 323 553 574 563 527 550
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.77 0.77 0.77
Uniform Delay (d), s/veh 30.7 36.4 36.5 28.3 39.0 39.0 44.2 37.5 37.5 45.3 36.0 36.0
Incr Delay (d2), s/veh 1.1 11.8 12.3 0.4 68.4 70.9 29.5 100.4 100.7 17.7 9.4 9.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 12.6 12.3 1.7 25.5 23.5 11.4 32.1 33.4 9.2 13.9 14.5
LnGrp Delay(d),s/veh 31.7 48.2 48.8 28.8 107.3 109.8 73.7 137.9 138.2 63.0 45.4 45.0
LnGrp LOS C D D C F F E F F E D D
Approach Vol, veh/h 842 1166 1630 1428
Approach Delay, s/veh 47.1 102.9 126.5 51.7
Approach LOS D F F D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.0 37.0 23.9 39.1 8.9 38.1 22.0 41.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 29.0 20.0 33.0 7.5 29.0 18.0 35.0
Max Q Clear Time (g_c+I1), s 5.5 24.6 19.9 28.1 5.0 34.1 18.4 37.0
Green Ext Time (p_c), s 0.0 4.0 0.0 4.3 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 86.8
HCM 2010 LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 775 1138 28 283 781 0 0 1428 133
Future Volume (veh/h) 0 0 0 775 1138 28 283 781 0 0 1428 133
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1863 1792 0 0 1849 1900
Adj Flow Rate, veh/h 475 2156 29 289 797 0 0 1457 136
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 0 0 2 6 0 0 3 3
Cap, veh/h 581 2394 32 340 2003 0 0 1241 115
Arrive On Green 0.32 0.32 0.32 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7459 100 1774 3495 0 0 3339 301
Grp Volume(v), veh/h 475 1647 538 289 797 0 0 784 809
Grp Sat Flow(s),veh/h/ln 1810 1900 1860 1774 1703 0 0 1757 1791
Q Serve(g_s), s 32.9 37.5 37.6 17.9 27.8 0.0 0.0 52.0 52.0
Cycle Q Clear(g_c), s 32.9 37.5 37.6 17.9 27.8 0.0 0.0 52.0 52.0
Prop In Lane 1.00 0.05 1.00 0.00 0.00 0.17
Lane Grp Cap(c), veh/h 581 1829 597 340 2003 0 0 672 685
V/C Ratio(X) 0.82 0.90 0.90 0.85 0.40 0.00 0.00 1.17 1.18
Avail Cap(c_a), veh/h 585 1844 602 359 2003 0 0 672 685
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.86 0.86 0.00 0.00 0.71 0.71
Uniform Delay (d), s/veh 42.5 44.1 44.1 60.8 33.8 0.0 0.0 16.0 16.0
Incr Delay (d2), s/veh 9.2 6.6 16.9 13.8 0.5 0.0 0.0 86.6 92.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.9 20.8 22.1 12.1 13.3 0.0 0.0 40.0 42.0
LnGrp Delay(d),s/veh 51.8 50.7 61.0 74.5 34.3 0.0 0.0 102.6 108.6
LnGrp LOS D D E E C F F
Approach Vol, veh/h 2660 1086 1593
Approach Delay, s/veh 53.0 45.0 105.6
Approach LOS D D F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 28.0 58.0 49.7
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 23.5 * 52 44.0
Max Q Clear Time (g_c+I1), s 29.8 19.9 54.0 39.6
Green Ext Time (p_c), s 3.9 1.5 0.0 4.1
Intersection Summary
HCM 2010 Ctrl Delay 67.1
HCM 2010 LOS E
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 54 1227 97 0 0 0 0 995 695 30 2163 0
Future Volume (veh/h) 54 1227 97 0 0 0 0 995 695 30 2163 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1856 1900 0 1881 1900 1863 1863 0
Adj Flow Rate, veh/h 57 1292 102 0 1047 732 32 3188 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 2 2 0
Cap, veh/h 527 1394 110 0 2045 922 233 2197 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.02 0.62 0.00
Sat Flow, veh/h 1810 4788 378 0 3668 1612 1774 3632 0
Grp Volume(v), veh/h 57 912 482 0 1047 732 32 3188 0
Grp Sat Flow(s),veh/h/ln 1810 1689 1788 0 1787 1612 1774 1770 0
Q Serve(g_s), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Cycle Q Clear(g_c), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 527 983 520 0 2045 922 233 2197 0
V/C Ratio(X) 0.11 0.93 0.93 0.00 0.51 0.79 0.14 1.45 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2045 922 303 2197 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.78 0.78 0.09 0.09 0.00
Uniform Delay (d), s/veh 35.3 46.8 46.8 0.0 0.0 0.0 11.0 25.8 0.0
Incr Delay (d2), s/veh 0.1 13.7 22.0 0.0 0.7 5.6 0.0 203.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.6 18.5 20.7 0.0 0.2 1.4 0.5 102.9 0.0
LnGrp Delay(d),s/veh 35.4 60.5 68.8 0.0 0.7 5.6 11.0 229.1 0.0
LnGrp LOS D E E A A B F
Approach Vol, veh/h 1451 1779 3220
Approach Delay, s/veh 62.3 2.7 227.0
Approach LOS E A F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 6.6 83.8 45.6 90.4
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 7.5 71.0 41.0 83.0
Max Q Clear Time (g_c+I1), s 3.0 2.0 37.6 86.4
Green Ext Time (p_c), s 0.0 64.0 2.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 128.1
HCM 2010 LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 196 37 248 192 67 0 1542 196 51 2019 141
Future Volume (veh/h) 139 196 37 248 192 67 0 1542 196 51 2019 141
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1776 1845 1845 1845 1792 1863 0 1845 1900 1863 1863 1900
Adj Flow Rate, veh/h 142 200 38 253 196 68 0 1573 200 52 2060 144
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 7 3 3 3 6 2 0 3 0 2 2 0
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 182 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 253 196 68 0 1573 200 52 2060 144
Grp Sat Flow(s),veh/h/ln 1691 1845 1530 1757 1792 1548 0 1752 1611 1774 1770 1611
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 183 250 207 190 243 210 0 2234 1027 182 2436 1109
V/C Ratio(X) 0.77 0.80 0.18 1.33 0.81 0.32 0.00 0.70 0.19 0.29 0.85 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 249 2436 1109
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.60 0.60 0.60
Uniform Delay (d), s/veh 51.9 57.0 52.1 55.5 57.1 53.2 0.0 16.2 10.2 15.2 0.0 0.0
Incr Delay (d2), s/veh 17.0 5.9 0.4 180.0 6.3 0.9 0.0 1.9 0.4 0.2 2.4 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.5 7.7 1.3 12.8 7.6 2.4 0.0 19.8 3.2 0.7 0.8 0.0
LnGrp Delay(d),s/veh 68.8 62.9 52.6 235.5 63.4 54.1 0.0 18.1 10.6 15.4 2.4 0.1
LnGrp LOS E E D F E D B B B A A
Approach Vol, veh/h 380 517 1773 2256
Approach Delay, s/veh 64.1 146.4 17.3 2.5
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.9 92.7 12.0 24.4 99.6 12.0 24.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.4 42.1 10.0 16.3 2.0 10.0 16.4
Green Ext Time (p_c), s 0.0 19.1 0.0 1.5 49.9 0.0 1.5
Intersection Summary
HCM 2010 Ctrl Delay 27.7
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 408 95 6 53 174 73 83 1373 26 54 1275 423
Future Volume (veh/h) 408 95 6 53 174 73 83 1373 26 54 1275 423
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1881 1900 1900 1881 1845 1881 1846 1900 1792 1845 1863
Adj Flow Rate, veh/h 425 99 6 55 181 76 86 1430 27 56 1328 441
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 1 0 0 1 3 1 3 3 6 3 2
Cap, veh/h 513 633 613 237 242 202 175 1571 30 72 1558 941
Arrive On Green 0.15 0.34 0.34 0.13 0.13 0.13 0.04 0.45 0.45 0.04 0.44 0.44
Sat Flow, veh/h 3408 1881 1614 1307 1881 1564 1792 3521 66 1707 3505 1582
Grp Volume(v), veh/h 425 99 6 55 181 76 86 712 745 56 1328 441
Grp Sat Flow(s),veh/h/ln 1704 1881 1614 1307 1881 1564 1792 1753 1834 1707 1752 1582
Q Serve(g_s), s 12.8 3.9 0.2 4.0 9.8 4.7 2.7 39.9 40.0 3.4 35.7 16.5
Cycle Q Clear(g_c), s 12.8 3.9 0.2 4.0 9.8 4.7 2.7 39.9 40.0 3.4 35.7 16.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 513 633 613 237 242 202 175 782 818 72 1558 941
V/C Ratio(X) 0.83 0.16 0.01 0.23 0.75 0.38 0.49 0.91 0.91 0.78 0.85 0.47
Avail Cap(c_a), veh/h 776 982 913 378 446 371 505 782 818 292 1558 941
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 43.4 24.5 20.3 41.7 44.2 42.0 23.1 27.2 27.2 50.0 26.2 12.0
Incr Delay (d2), s/veh 4.7 0.1 0.0 0.5 4.5 1.2 2.1 16.5 16.1 16.5 6.1 1.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.4 2.0 0.1 1.5 5.4 2.1 1.4 22.8 23.7 1.9 18.5 7.6
LnGrp Delay(d),s/veh 48.1 24.6 20.3 42.2 48.8 43.2 25.2 43.7 43.3 66.5 32.3 13.7
LnGrp LOS D C C D D D C D D E C B
Approach Vol, veh/h 530 312 1543 1825
Approach Delay, s/veh 43.4 46.3 42.5 28.8
Approach LOS D D D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.6 53.3 21.8 19.6 10.4 53.5 41.4
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.7 37.7 14.8 11.8 5.4 42.0 5.9
Green Ext Time (p_c), s 0.2 3.2 1.1 1.7 0.1 4.8 2.2
Intersection Summary
HCM 2010 Ctrl Delay 37.0
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 57 70 134 50 107 15 224 1457 36 16 1224 79
Future Volume (veh/h) 57 70 134 50 107 15 224 1457 36 16 1224 79
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1727 1887 1900 1827 1867 1900 1900 1843 1900 1681 1842 1900
Adj Flow Rate, veh/h 59 73 140 52 111 16 233 1518 38 17 1275 82
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 10 2 2 4 2 2 0 3 3 13 3 3
Cap, veh/h 285 124 239 219 343 49 256 2143 54 197 2050 132
Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.61 0.61 0.61 0.61 0.61 0.61
Sat Flow, veh/h 1166 579 1110 1140 1596 230 408 3492 87 298 3340 214
Grp Volume(v), veh/h 59 0 213 52 0 127 233 760 796 17 667 690
Grp Sat Flow(s),veh/h/ln 1166 0 1689 1140 0 1826 408 1751 1828 298 1750 1804
Q Serve(g_s), s 3.2 0.0 7.9 3.0 0.0 4.1 26.3 20.7 20.9 2.9 16.7 16.7
Cycle Q Clear(g_c), s 7.3 0.0 7.9 10.9 0.0 4.1 43.0 20.7 20.9 23.8 16.7 16.7
Prop In Lane 1.00 0.66 1.00 0.13 1.00 0.05 1.00 0.12
Lane Grp Cap(c), veh/h 285 0 363 219 0 392 256 1075 1122 197 1074 1108
V/C Ratio(X) 0.21 0.00 0.59 0.24 0.00 0.32 0.91 0.71 0.71 0.09 0.62 0.62
Avail Cap(c_a), veh/h 467 0 627 397 0 678 256 1075 1122 197 1074 1108
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 26.3 0.0 24.7 29.6 0.0 23.2 26.4 9.2 9.3 17.4 8.4 8.5
Incr Delay (d2), s/veh 0.4 0.0 1.5 0.6 0.0 0.5 37.4 3.9 3.8 0.9 2.7 2.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 0.0 3.8 1.0 0.0 2.1 7.1 11.1 11.6 0.3 8.8 9.1
LnGrp Delay(d),s/veh 26.6 0.0 26.2 30.2 0.0 23.7 63.8 13.2 13.1 18.2 11.1 11.1
LnGrp LOS C C C C E B B B B B
Approach Vol, veh/h 272 179 1789 1374
Approach Delay, s/veh 26.3 25.6 19.7 11.2
Approach LOS C C B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 21.1 49.0 21.1
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 25.8 12.9 45.0 9.9
Green Ext Time (p_c), s 16.2 2.1 0.0 2.2
Intersection Summary
HCM 2010 Ctrl Delay 17.3
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 35 82 3 64 14 151 205 4 2 77 76
Future Volume (veh/h) 41 35 82 3 64 14 151 205 4 2 77 76
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1900 1900 1900 1881 1900 1900 1880 1900
Adj Flow Rate, veh/h 46 39 91 3 71 16 168 228 4 2 86 84
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 0 0 0 1 1 1 0 0 0
Cap, veh/h 139 82 140 77 253 55 447 571 9 74 522 500
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 287 480 821 21 1484 325 584 963 16 3 881 844
Grp Volume(v), veh/h 176 0 0 90 0 0 400 0 0 172 0 0
Grp Sat Flow(s),veh/h/ln 1588 0 0 1830 0 0 1563 0 0 1728 0 0
Q Serve(g_s), s 2.6 0.0 0.0 0.0 0.0 0.0 3.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.1 0.0 0.0 2.2 0.0 0.0 6.4 0.0 0.0 2.3 0.0 0.0
Prop In Lane 0.26 0.52 0.03 0.18 0.42 0.01 0.01 0.49
Lane Grp Cap(c), veh/h 360 0 0 385 0 0 1027 0 0 1096 0 0
V/C Ratio(X) 0.49 0.00 0.00 0.23 0.00 0.00 0.39 0.00 0.00 0.16 0.00 0.00
Avail Cap(c_a), veh/h 859 0 0 971 0 0 1027 0 0 1096 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.5 0.0 0.0 18.3 0.0 0.0 5.4 0.0 0.0 4.7 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.4 0.0 0.0 1.1 0.0 0.0 3.2 0.0 0.0 1.1 0.0 0.0
LnGrp Delay(d),s/veh 20.5 0.0 0.0 18.6 0.0 0.0 6.5 0.0 0.0 5.0 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 176 90 400 172
Approach Delay, s/veh 20.5 18.6 6.5 5.0
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 14.6 36.0 14.6
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 4.3 4.2 8.4 7.1
Green Ext Time (p_c), s 3.9 1.5 3.8 1.4
Intersection Summary
HCM 2010 Ctrl Delay 10.5
HCM 2010 LOS B
Intersection
Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 41 9 505 47 128 572 11
Future Vol, veh/h 1 0 2 5 1 41 9 505 47 128 572 11
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 44 10 543 51 138 615 12
Approach EB WB NB SB
HCM Control Delay, s 26.1 19.1 0.1 1.7
HCM LOS D C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 961 - - 174 70 499 981 - -
HCM Lane V/C Ratio 0.01 - - 0.019 0.092 0.088 0.14 - -
HCM Control Delay (s) 8.8 0 - 26.1 61.6 12.9 9.3 0 -
HCM Lane LOS A A - D F B A A -
HCM 95th %tile Q(veh) 0 - - 0.1 0.3 0.3 0.5 - -
Intersection
Int Delay, s/veh 3.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 76 79 546 139 118 488
Future Vol, veh/h 76 79 546 139 118 488
Conflicting Peds, #/hr 0 0 0 4 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 3 0 3 3 2 2
Mvmt Flow 86 90 620 158 134 555
Approach WB NB SB
HCM Control Delay, s 25 0 2
HCM LOS D
Intersection
Int Delay, s/veh 2.9
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 47 70 770 168 158 728
Future Vol, veh/h 47 70 770 168 158 728
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 3 3 0 0 2
Mvmt Flow 51 75 828 181 170 783
Approach WB NB SB
HCM Control Delay, s 32.1 0 2.1
HCM LOS D
Intersection
Int Delay, s/veh 1.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 47 58 906 38 42 729
Future Vol, veh/h 47 58 906 38 42 729
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 0 3 0 0 1
Mvmt Flow 49 61 954 40 44 767
Approach WB NB SB
HCM Control Delay, s 25.5 0 0.6
HCM LOS D
Intersection
Int Delay, s/veh 3.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 3 26 0 54 26 892 85 35 712 31
Future Vol, veh/h 0 0 3 26 0 54 26 892 85 35 712 31
Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 2 2 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 27 0 56 27 920 88 36 734 32
Approach EB WB NB SB
HCM Control Delay, s 13.8 81.2 0.2 0.5
HCM LOS B F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 855 - - 414 122 695 - -
HCM Lane V/C Ratio 0.031 - - 0.007 0.676 0.052 - -
HCM Control Delay (s) 9.3 - - 13.8 81.2 10.5 - -
HCM Lane LOS A - - B F B - -
HCM 95th %tile Q(veh) 0.1 - - 0 3.6 0.2 - -
Intersection
Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Future Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 2 2 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 225 2 1082 4 190 830 0
Approach EB WB NB SB
HCM Control Delay, s 0 22.4 0 2.5
HCM LOS A C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 810 - - - 428 625 - -
HCM Lane V/C Ratio 0.003 - - - 0.528 0.305 - -
HCM Control Delay (s) 9.5 0 - 0 22.4 13.3 - -
HCM Lane LOS A A - A C B - -
HCM 95th %tile Q(veh) 0 - - - 3 1.3 - -
Intersection
Int Delay, s/veh 8.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 99 113 146 279 174 69
Future Vol, veh/h 99 113 146 279 174 69
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 3 1 0 12 9
Mvmt Flow 104 119 154 294 183 73
Approach EB WB SB
HCM Control Delay, s 4 0 25.9
HCM LOS D
Intersection
Int Delay, s/veh 0.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 14 0 1854 1724 220
Future Vol, veh/h 0 14 0 1854 1724 220
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 3 3 0
Mvmt Flow 0 15 0 1931 1796 229
Approach EB NB SB
HCM Control Delay, s 18.3 0 0
HCM LOS C
Intersection
Int Delay, s/veh 200.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 50 50 50 130 100 350 50 300 297 192 28 50
Future Vol, veh/h 50 50 50 130 100 350 50 300 297 192 28 50
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - 150 - 200 - - 200 500 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0
Mvmt Flow 54 54 54 141 109 380 54 326 323 209 30 54
Approach EB WB NB SB
HCM Control Delay, s 2.5 1.7 56.2 $ 1082.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2
Capacity (veh/h) 363 983 1494 - - 1494 - - 52 597
HCM Lane V/C Ratio 1.048 0.328 0.036 - - 0.095 - - 4.013 0.142
HCM Control Delay (s) 95 10.4 7.5 0 - 7.7 - $- 1516.9 12
HCM Lane LOS F B A A - A - - F B
HCM 95th %tile Q(veh) 13.1 1.4 0.1 - - 0.3 - - 23 0.5
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Zone Summary
Zone wide Queuing Penalty: 667
Zone Summary
Zone wide Queuing Penalty: 3212
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 55 90 35 70 61 8 0 465 80 0 624 54
Future Volume (veh/h) 55 90 35 70 61 8 0 465 80 0 624 54
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.86 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1790 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 60 99 0 77 67 9 0 511 88 0 686 59
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 209 203 0 189 163 22 0 1014 883 0 1024 833
Arrive On Green 0.12 0.12 0.00 0.11 0.11 0.11 0.00 0.55 0.55 0.00 0.55 0.55
Sat Flow, veh/h 1774 1724 0 1757 1513 203 0 1845 1606 0 1863 1515
Grp Volume(v), veh/h 60 99 0 77 0 76 0 511 88 0 686 59
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1716 0 1845 1606 0 1863 1515
Q Serve(g_s), s 2.5 4.3 0.0 3.3 0.0 3.3 0.0 13.8 2.1 0.0 21.0 1.5
Cycle Q Clear(g_c), s 2.5 4.3 0.0 3.3 0.0 3.3 0.0 13.8 2.1 0.0 21.0 1.5
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 209 203 0 189 0 185 0 1014 883 0 1024 833
V/C Ratio(X) 0.29 0.49 0.00 0.41 0.00 0.41 0.00 0.50 0.10 0.00 0.67 0.07
Avail Cap(c_a), veh/h 444 431 0 395 0 386 0 1014 883 0 1024 833
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 32.2 33.0 0.0 33.3 0.0 33.3 0.0 11.2 8.6 0.0 12.9 8.4
Incr Delay (d2), s/veh 0.7 1.8 0.0 1.4 0.0 1.5 0.0 1.8 0.2 0.0 3.5 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.3 2.1 0.0 1.7 0.0 1.6 0.0 7.5 1.0 0.0 11.7 0.6
LnGrp Delay(d),s/veh 33.0 34.8 0.0 34.7 0.0 34.8 0.0 13.0 8.8 0.0 16.3 8.6
LnGrp LOS C C C C B A B A
Approach Vol, veh/h 159 153 599 745
Approach Delay, s/veh 34.1 34.7 12.4 15.7
Approach LOS C C B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 50.0 15.4 50.0 14.6
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 20.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 23.0 6.3 15.8 5.3
Green Ext Time (p_c), s 0.6 0.5 3.4 0.4
Intersection Summary
HCM 2010 Ctrl Delay 18.1
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 210 0 412 0 0 0 329 522 0 0 493 74
Future Volume (veh/h) 210 0 412 0 0 0 329 522 0 0 493 74
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1868 1900
Adj Flow Rate, veh/h 223 0 438 350 555 0 0 524 79
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 380 395 433 453 1258 0 0 849 128
Arrive On Green 0.21 0.00 0.21 0.11 0.69 0.00 0.00 0.18 0.18
Sat Flow, veh/h 1792 1863 1208 1792 1827 0 0 1580 238
Grp Volume(v), veh/h 223 0 438 350 555 0 0 0 603
Grp Sat Flow(s),veh/h/ln 1792 1863 1208 1792 1827 0 0 0 1819
Q Serve(g_s), s 11.9 0.0 22.5 8.6 14.4 0.0 0.0 0.0 32.5
Cycle Q Clear(g_c), s 11.9 0.0 22.5 8.6 14.4 0.0 0.0 0.0 32.5
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13
Lane Grp Cap(c), veh/h 380 395 433 453 1258 0 0 0 977
V/C Ratio(X) 0.59 0.00 1.01 0.77 0.44 0.00 0.00 0.00 0.62
Avail Cap(c_a), veh/h 380 395 433 638 1258 0 0 0 977
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 0.88
Uniform Delay (d), s/veh 37.6 0.0 37.1 17.2 7.4 0.0 0.0 0.0 33.5
Incr Delay (d2), s/veh 2.3 0.0 46.4 3.8 0.2 0.0 0.0 0.0 2.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.1 0.0 26.8 6.2 7.2 0.0 0.0 0.0 17.1
LnGrp Delay(d),s/veh 39.9 0.0 83.5 21.0 7.6 0.0 0.0 0.0 36.1
LnGrp LOS D F C A D
Approach Vol, veh/h 661 905 603
Approach Delay, s/veh 68.8 12.8 36.1
Approach LOS E B D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 16.1 62.9 27.0 79.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 22.5 46.0 22.5 73.0
Max Q Clear Time (g_c+I1), s 10.6 34.5 24.5 16.4
Green Ext Time (p_c), s 1.0 5.9 0.0 10.7
Intersection Summary
HCM 2010 Ctrl Delay 36.4
HCM 2010 LOS D
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 66 577 158 78 632 398 279 1220 49 495 841 21
Future Volume (veh/h) 66 577 158 78 632 398 279 1220 49 495 841 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1900 1870 1900 1863 1828 1900 1863 1844 1900
Adj Flow Rate, veh/h 69 607 166 82 665 419 294 1284 52 521 885 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 2 0 2 2 2 4 4 2 3 3
Cap, veh/h 115 837 228 204 650 409 317 1248 50 505 1170 29
Arrive On Green 0.04 0.31 0.31 0.04 0.31 0.31 0.18 0.37 0.37 0.05 0.11 0.11
Sat Flow, veh/h 1774 2738 747 1810 2080 1308 1774 3403 138 3442 3493 87
Grp Volume(v), veh/h 69 392 381 82 568 516 294 655 681 521 444 463
Grp Sat Flow(s),veh/h/ln 1774 1770 1715 1810 1776 1612 1774 1737 1804 1721 1752 1828
Q Serve(g_s), s 4.0 29.6 29.7 4.6 46.8 46.8 24.5 55.0 55.0 22.0 36.9 36.9
Cycle Q Clear(g_c), s 4.0 29.6 29.7 4.6 46.8 46.8 24.5 55.0 55.0 22.0 36.9 36.9
Prop In Lane 1.00 0.44 1.00 0.81 1.00 0.08 1.00 0.05
Lane Grp Cap(c), veh/h 115 541 525 204 555 503 317 637 661 505 586 612
V/C Ratio(X) 0.60 0.72 0.73 0.40 1.02 1.03 0.93 1.03 1.03 1.03 0.76 0.76
Avail Cap(c_a), veh/h 137 541 525 215 555 503 355 637 661 505 586 612
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.61 0.61 0.61
Uniform Delay (d), s/veh 40.6 46.4 46.5 36.5 51.6 51.6 60.7 47.5 47.5 71.4 60.8 60.8
Incr Delay (d2), s/veh 2.1 8.2 8.5 0.5 44.3 46.7 28.5 43.0 42.9 39.9 3.5 3.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.0 15.7 15.3 2.3 29.8 27.4 14.5 34.0 35.3 13.3 18.5 19.3
LnGrp Delay(d),s/veh 42.7 54.6 55.0 37.0 95.9 98.3 89.2 90.5 90.4 111.2 64.3 64.1
LnGrp LOS D D E D F F F F F F E E
Approach Vol, veh/h 842 1166 1630 1428
Approach Delay, s/veh 53.8 92.8 90.2 81.4
Approach LOS D F F F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 11.1 51.9 30.8 56.2 10.2 52.8 26.0 61.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 45.0 30.0 47.0 7.5 45.0 22.0 55.0
Max Q Clear Time (g_c+I1), s 6.6 31.7 26.5 38.9 6.0 48.8 24.0 57.0
Green Ext Time (p_c), s 0.0 10.8 0.3 6.8 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 82.3
HCM 2010 LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 775 1138 28 283 781 0 0 1398 133
Future Volume (veh/h) 0 0 0 775 1138 28 283 781 0 0 1398 133
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1863 1792 0 0 1849 1900
Adj Flow Rate, veh/h 475 2156 29 289 797 0 0 1427 136
Adj No. of Lanes 1 4 0 2 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 0 0 2 6 0 0 3 3
Cap, veh/h 581 2394 32 456 2003 0 0 1334 126
Arrive On Green 0.32 0.32 0.32 0.04 0.19 0.00 0.00 0.82 0.82
Sat Flow, veh/h 1810 7459 100 3442 3495 0 0 3333 307
Grp Volume(v), veh/h 475 1647 538 289 797 0 0 770 793
Grp Sat Flow(s),veh/h/ln 1810 1900 1860 1721 1703 0 0 1757 1790
Q Serve(g_s), s 32.9 37.5 37.6 11.2 27.8 0.0 0.0 56.0 56.0
Cycle Q Clear(g_c), s 32.9 37.5 37.6 11.2 27.8 0.0 0.0 56.0 56.0
Prop In Lane 1.00 0.05 1.00 0.00 0.00 0.17
Lane Grp Cap(c), veh/h 581 1829 597 456 2003 0 0 723 737
V/C Ratio(X) 0.82 0.90 0.90 0.63 0.40 0.00 0.00 1.06 1.08
Avail Cap(c_a), veh/h 585 1844 602 493 2003 0 0 723 737
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.91 0.91 0.00 0.00 0.71 0.71
Uniform Delay (d), s/veh 42.5 44.1 44.1 61.8 33.8 0.0 0.0 12.0 12.0
Incr Delay (d2), s/veh 9.2 6.6 16.9 1.5 0.5 0.0 0.0 46.8 50.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.9 20.8 22.1 5.5 13.3 0.0 0.0 34.7 36.2
LnGrp Delay(d),s/veh 51.8 50.7 61.0 63.3 34.3 0.0 0.0 58.8 62.9
LnGrp LOS D D E E C F F
Approach Vol, veh/h 2660 1086 1563
Approach Delay, s/veh 53.0 42.0 60.9
Approach LOS D D E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 24.0 62.0 49.7
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 19.5 * 56 44.0
Max Q Clear Time (g_c+I1), s 29.8 13.2 58.0 39.6
Green Ext Time (p_c), s 4.2 2.3 0.0 4.1
Intersection Summary
HCM 2010 Ctrl Delay 53.1
HCM 2010 LOS D
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 54 1227 97 0 0 0 0 995 695 0 2163 0
Future Volume (veh/h) 54 1227 97 0 0 0 0 995 695 0 2163 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1856 1900 0 1881 1900 0 1863 0
Adj Flow Rate, veh/h 57 1292 102 0 1047 732 0 3188 0
Adj No. of Lanes 1 3 0 0 2 1 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 2 0
Cap, veh/h 412 1091 86 0 2444 1103 0 2420 0
Arrive On Green 0.23 0.23 0.23 0.00 1.00 1.00 0.00 0.68 0.00
Sat Flow, veh/h 1810 4787 378 0 3668 1613 0 3725 0
Grp Volume(v), veh/h 57 912 482 0 1047 732 0 3188 0
Grp Sat Flow(s),veh/h/ln 1810 1689 1787 0 1787 1613 0 1770 0
Q Serve(g_s), s 3.4 31.0 31.0 0.0 0.0 0.0 0.0 93.0 0.0
Cycle Q Clear(g_c), s 3.4 31.0 31.0 0.0 0.0 0.0 0.0 93.0 0.0
Prop In Lane 1.00 0.21 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 412 770 407 0 2444 1103 0 2420 0
V/C Ratio(X) 0.14 1.18 1.18 0.00 0.43 0.66 0.00 1.32 0.00
Avail Cap(c_a), veh/h 412 770 407 0 2444 1103 0 2420 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.78 0.78 0.00 0.09 0.00
Uniform Delay (d), s/veh 41.9 52.5 52.5 0.0 0.0 0.0 0.0 21.5 0.0
Incr Delay (d2), s/veh 0.2 95.8 105.2 0.0 0.4 2.5 0.0 143.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 24.7 27.2 0.0 0.1 0.8 0.0 92.8 0.0
LnGrp Delay(d),s/veh 42.0 148.3 157.7 0.0 0.4 2.5 0.0 164.5 0.0
LnGrp LOS D F F A A F
Approach Vol, veh/h 1451 1779 3188
Approach Delay, s/veh 147.3 1.3 164.5
Approach LOS F A F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 99.0 37.0 99.0
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 93.0 31.0 93.0
Max Q Clear Time (g_c+I1), s 2.0 33.0 95.0
Green Ext Time (p_c), s 82.4 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 115.4
HCM 2010 LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 196 37 248 192 67 0 1542 196 51 2019 141
Future Volume (veh/h) 139 196 37 248 192 67 0 1542 196 51 2019 141
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1776 1845 1845 1845 1792 1863 0 1845 1900 1863 1863 1900
Adj Flow Rate, veh/h 142 200 38 253 196 68 0 1573 200 52 2060 144
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 7 3 3 3 6 2 0 3 0 2 2 0
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 182 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 253 196 68 0 1573 200 52 2060 144
Grp Sat Flow(s),veh/h/ln 1691 1845 1530 1757 1792 1548 0 1752 1611 1774 1770 1611
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 183 250 207 190 243 210 0 2234 1027 182 2436 1109
V/C Ratio(X) 0.77 0.80 0.18 1.33 0.81 0.32 0.00 0.70 0.19 0.29 0.85 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 249 2436 1109
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.60 0.60 0.60
Uniform Delay (d), s/veh 51.9 57.0 52.1 55.5 57.1 53.2 0.0 16.2 10.2 15.2 0.0 0.0
Incr Delay (d2), s/veh 17.0 5.9 0.4 180.0 6.3 0.9 0.0 1.9 0.4 0.2 2.4 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.5 7.7 1.3 12.8 7.6 2.4 0.0 19.8 3.2 0.7 0.8 0.0
LnGrp Delay(d),s/veh 68.8 62.9 52.6 235.5 63.4 54.1 0.0 18.1 10.6 15.4 2.4 0.1
LnGrp LOS E E D F E D B B B A A
Approach Vol, veh/h 380 517 1773 2256
Approach Delay, s/veh 64.1 146.4 17.3 2.5
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.9 92.7 12.0 24.4 99.6 12.0 24.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.4 42.1 10.0 16.3 2.0 10.0 16.4
Green Ext Time (p_c), s 0.0 19.1 0.0 1.5 49.9 0.0 1.5
Intersection Summary
HCM 2010 Ctrl Delay 27.7
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 316 95 6 53 174 73 83 1465 26 54 1275 423
Future Volume (veh/h) 316 95 6 53 174 73 83 1465 26 54 1275 423
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1881 1900 1900 1881 1845 1881 1846 1900 1792 1845 1863
Adj Flow Rate, veh/h 329 99 6 55 181 76 86 1526 27 56 1328 441
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 1 0 0 1 3 1 3 3 6 3 2
Cap, veh/h 374 494 477 196 213 177 195 2018 36 71 2037 1093
Arrive On Green 0.18 0.44 0.44 0.11 0.11 0.11 0.07 1.00 1.00 0.04 0.58 0.58
Sat Flow, veh/h 3408 1881 1613 1306 1881 1564 1792 3526 62 1707 3505 1582
Grp Volume(v), veh/h 329 99 6 55 181 76 86 758 795 56 1328 441
Grp Sat Flow(s),veh/h/ln 1704 1881 1613 1306 1881 1564 1792 1753 1835 1707 1752 1582
Q Serve(g_s), s 14.1 4.9 0.3 5.8 14.2 6.8 3.0 0.0 0.0 4.9 38.3 17.9
Cycle Q Clear(g_c), s 14.1 4.9 0.3 5.8 14.2 6.8 3.0 0.0 0.0 4.9 38.3 17.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 374 494 477 196 213 177 195 1004 1050 71 2037 1093
V/C Ratio(X) 0.88 0.20 0.01 0.28 0.85 0.43 0.44 0.76 0.76 0.79 0.65 0.40
Avail Cap(c_a), veh/h 432 564 537 222 251 209 232 1004 1050 91 2037 1093
HCM Platoon Ratio 1.67 1.67 1.67 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00
Upstream Filter(I) 0.95 0.95 0.95 0.97 0.97 0.97 0.73 0.73 0.73 1.00 1.00 1.00
Uniform Delay (d), s/veh 60.3 32.4 28.4 61.6 65.3 62.0 18.2 0.0 0.0 71.2 21.2 9.9
Incr Delay (d2), s/veh 16.2 0.2 0.0 0.8 20.3 1.6 1.1 3.9 3.8 29.2 1.6 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.5 2.5 0.1 2.1 8.6 3.0 1.6 1.1 1.1 2.9 18.9 8.1
LnGrp Delay(d),s/veh 76.6 32.6 28.4 62.3 85.6 63.6 19.4 3.9 3.8 100.4 22.8 11.1
LnGrp LOS E C C E F E B A A F C B
Approach Vol, veh/h 434 312 1639 1825
Approach Delay, s/veh 65.9 76.1 4.6 22.4
Approach LOS E E A C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.9 93.7 22.4 23.0 12.2 92.4 45.4
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 8.0 78.5 19.0 20.0 8.0 78.5 45.0
Max Q Clear Time (g_c+I1), s 5.0 40.3 16.1 16.2 6.9 2.0 6.9
Green Ext Time (p_c), s 0.0 32.4 0.3 0.7 0.0 56.2 2.2
Intersection Summary
HCM 2010 Ctrl Delay 23.9
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 149 70 134 50 107 15 224 1457 36 16 1224 79
Future Volume (veh/h) 149 70 134 50 107 15 224 1457 36 16 1224 79
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1727 1887 1900 1827 1867 1900 1900 1843 1900 1681 1842 1900
Adj Flow Rate, veh/h 155 73 140 52 111 16 233 1518 38 17 1275 82
Adj No. of Lanes 2 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 10 2 2 4 2 2 0 3 3 13 3 3
Cap, veh/h 202 112 214 135 144 21 414 2538 63 202 2089 134
Arrive On Green 0.06 0.19 0.19 0.09 0.09 0.09 0.06 0.73 0.73 1.00 1.00 1.00
Sat Flow, veh/h 3191 579 1110 1139 1596 230 1810 3492 87 298 3340 214
Grp Volume(v), veh/h 155 0 213 52 0 127 233 760 796 17 667 690
Grp Sat Flow(s),veh/h/ln 1596 0 1689 1139 0 1826 1810 1751 1828 298 1750 1804
Q Serve(g_s), s 7.2 0.0 17.5 6.6 0.0 10.2 6.6 31.4 31.6 1.6 0.0 0.0
Cycle Q Clear(g_c), s 7.2 0.0 17.5 8.6 0.0 10.2 6.6 31.4 31.6 18.0 0.0 0.0
Prop In Lane 1.00 0.66 1.00 0.13 1.00 0.05 1.00 0.12
Lane Grp Cap(c), veh/h 202 0 326 135 0 164 414 1273 1329 202 1095 1129
V/C Ratio(X) 0.77 0.00 0.65 0.38 0.00 0.77 0.56 0.60 0.60 0.08 0.61 0.61
Avail Cap(c_a), veh/h 404 0 484 170 0 219 593 1273 1329 202 1095 1129
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 0.09 0.09 0.09 0.68 0.68 0.68
Uniform Delay (d), s/veh 69.2 0.0 55.9 67.0 0.0 66.7 7.8 9.9 9.9 1.6 0.0 0.0
Incr Delay (d2), s/veh 6.1 0.0 2.2 1.8 0.0 11.4 0.1 0.2 0.2 0.6 1.7 1.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.3 0.0 8.4 2.2 0.0 5.7 3.3 15.1 15.8 0.2 0.5 0.5
LnGrp Delay(d),s/veh 75.2 0.0 58.1 68.8 0.0 78.2 7.9 10.1 10.1 2.1 1.7 1.7
LnGrp LOS E E E E A B B A A A
Approach Vol, veh/h 368 179 1789 1374
Approach Delay, s/veh 65.3 75.4 9.8 1.7
Approach LOS E E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 8
Phs Duration (G+Y+Rc), s 15.2 99.8 15.5 19.5 115.0 35.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 65.0 19.0 18.0 95.0 43.0
Max Q Clear Time (g_c+I1), s 8.6 20.0 9.2 12.2 33.6 19.5
Green Ext Time (p_c), s 0.6 34.8 0.3 1.1 43.8 2.3
Intersection Summary
HCM 2010 Ctrl Delay 15.5
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 35 82 3 64 14 151 205 4 2 77 76
Future Volume (veh/h) 41 35 82 3 64 14 151 205 4 2 77 76
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1900 1900 1900 1881 1900 1900 1880 1900
Adj Flow Rate, veh/h 46 39 91 3 71 16 168 228 4 2 86 84
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 0 0 0 1 1 1 0 0 0
Cap, veh/h 139 82 140 77 253 55 447 571 9 74 522 500
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 287 480 821 21 1484 325 584 963 16 3 881 844
Grp Volume(v), veh/h 176 0 0 90 0 0 400 0 0 172 0 0
Grp Sat Flow(s),veh/h/ln 1588 0 0 1830 0 0 1563 0 0 1728 0 0
Q Serve(g_s), s 2.6 0.0 0.0 0.0 0.0 0.0 3.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.1 0.0 0.0 2.2 0.0 0.0 6.4 0.0 0.0 2.3 0.0 0.0
Prop In Lane 0.26 0.52 0.03 0.18 0.42 0.01 0.01 0.49
Lane Grp Cap(c), veh/h 360 0 0 385 0 0 1027 0 0 1096 0 0
V/C Ratio(X) 0.49 0.00 0.00 0.23 0.00 0.00 0.39 0.00 0.00 0.16 0.00 0.00
Avail Cap(c_a), veh/h 859 0 0 971 0 0 1027 0 0 1096 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.5 0.0 0.0 18.3 0.0 0.0 5.4 0.0 0.0 4.7 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.4 0.0 0.0 1.1 0.0 0.0 3.2 0.0 0.0 1.1 0.0 0.0
LnGrp Delay(d),s/veh 20.5 0.0 0.0 18.6 0.0 0.0 6.5 0.0 0.0 5.0 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 176 90 400 172
Approach Delay, s/veh 20.5 18.6 6.5 5.0
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 14.6 36.0 14.6
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 4.3 4.2 8.4 7.1
Green Ext Time (p_c), s 3.9 1.5 3.8 1.4
Intersection Summary
HCM 2010 Ctrl Delay 10.5
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 50 50 130 100 352 56 300 267 100 120 50
Future Volume (veh/h) 50 50 50 130 100 352 56 300 267 100 120 50
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 54 54 54 141 109 383 61 326 290 109 130 54
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 1 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 132 132 116 333 494 420 190 1001 1066 516 842 350
Arrive On Green 0.26 0.26 0.26 0.43 0.43 0.43 0.66 0.66 0.66 0.66 0.66 0.66
Sat Flow, veh/h 386 509 447 1306 1900 1615 246 1517 1615 819 1276 530
Grp Volume(v), veh/h 162 0 0 141 109 383 387 0 290 109 0 184
Grp Sat Flow(s),veh/h/ln 1342 0 0 1306 1900 1615 1763 0 1615 819 0 1806
Q Serve(g_s), s 9.9 0.0 0.0 3.5 5.4 33.3 2.6 0.0 11.2 9.9 0.0 5.8
Cycle Q Clear(g_c), s 15.3 0.0 0.0 18.8 5.4 33.3 13.3 0.0 11.2 23.2 0.0 5.8
Prop In Lane 0.33 0.33 1.00 1.00 0.16 1.00 1.00 0.29
Lane Grp Cap(c), veh/h 381 0 0 333 494 420 1191 0 1066 516 0 1192
V/C Ratio(X) 0.42 0.00 0.00 0.42 0.22 0.91 0.32 0.00 0.27 0.21 0.00 0.15
Avail Cap(c_a), veh/h 569 0 0 516 760 646 1191 0 1066 516 0 1192
HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 0.86 0.86 0.86 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 46.5 0.0 0.0 37.4 32.9 40.8 10.9 0.0 10.6 15.9 0.0 9.7
Incr Delay (d2), s/veh 0.8 0.0 0.0 0.7 0.2 10.8 0.7 0.0 0.6 0.9 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.7 0.0 0.0 4.6 2.8 16.0 7.1 0.0 5.2 2.4 0.0 3.0
LnGrp Delay(d),s/veh 47.2 0.0 0.0 38.1 33.1 51.5 11.6 0.0 11.2 16.9 0.0 9.9
LnGrp LOS D D C D B B B A
Approach Vol, veh/h 162 633 677 293
Approach Delay, s/veh 47.2 45.4 11.5 12.5
Approach LOS D D B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 105.0 45.0 105.0 45.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 78.0 60.0 78.0 60.0
Max Q Clear Time (g_c+I1), s 15.3 17.3 25.2 35.3
Green Ext Time (p_c), s 6.3 3.9 6.3 3.7
Intersection Summary
HCM 2010 Ctrl Delay 27.1
HCM 2010 LOS C
Intersection
Int Delay, s/veh 1.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 2 0 0 41 10 505 47 128 572 11
Future Vol, veh/h 1 0 2 0 0 41 10 505 47 128 572 11
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 0 0 44 11 543 51 138 615 12
Approach EB WB NB SB
HCM Control Delay, s 26 12.9 0.2 1.7
HCM LOS D B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 961 - - 175 - 499 981 - -
HCM Lane V/C Ratio 0.011 - - 0.018 - 0.088 0.14 - -
HCM Control Delay (s) 8.8 0 - 26 0 12.9 9.3 0 -
HCM Lane LOS A A - D A B A A -
HCM 95th %tile Q(veh) 0 - - 0.1 - 0.3 0.5 - -
Intersection
Int Delay, s/veh 2.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 47 70 770 168 158 728
Future Vol, veh/h 47 70 770 168 158 728
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 3 3 0 0 2
Mvmt Flow 51 75 828 181 170 783
Approach WB NB SB
HCM Control Delay, s 23.7 0 2.1
HCM LOS C
Intersection
Int Delay, s/veh 3.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 3 26 0 54 12 892 85 35 726 31
Future Vol, veh/h 0 0 3 26 0 54 12 892 85 35 726 31
Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 2 2 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 27 0 56 12 920 88 36 748 32
Approach EB WB NB SB
HCM Control Delay, s 13.9 77.3 0.1 0.5
HCM LOS B F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 845 - - 406 125 695 - -
HCM Lane V/C Ratio 0.015 - - 0.008 0.66 0.052 - -
HCM Control Delay (s) 9.3 - - 13.9 77.3 10.5 - -
HCM Lane LOS A - - B F B - -
HCM 95th %tile Q(veh) 0 - - 0 3.5 0.2 - -
Intersection
Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Future Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 2 2 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 225 2 1082 4 190 830 0
Approach EB WB NB SB
HCM Control Delay, s 0 22.4 0 2.5
HCM LOS A C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 810 - - - 428 625 - -
HCM Lane V/C Ratio 0.003 - - - 0.528 0.305 - -
HCM Control Delay (s) 9.5 0 - 0 22.4 13.3 - -
HCM Lane LOS A A - A C B - -
HCM 95th %tile Q(veh) 0 - - - 3 1.3 - -
Intersection
Int Delay, s/veh 8.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 99 113 146 279 266 69
Future Vol, veh/h 99 113 146 279 266 69
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 100 150 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 3 1 0 12 9
Mvmt Flow 104 119 154 294 280 73
Approach EB WB SB
HCM Control Delay, s 3.6 0 21.2
HCM LOS C
Intersection
Int Delay, s/veh 0.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 14 0 1854 1724 220
Future Vol, veh/h 0 14 0 1854 1724 220
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 3 3 0
Mvmt Flow 0 15 0 1931 1796 229
Approach EB NB SB
HCM Control Delay, s 18.3 0 0
HCM LOS C
Intersection
Int Delay, s/veh 1.8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 18 51 82 551 557 21
Future Vol, veh/h 18 51 82 551 557 21
Conflicting Peds, #/hr 0 0 2 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - 100 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 0 0 5 3 2 5
Mvmt Flow 20 58 93 626 633 24
Approach EB NB SB
HCM Control Delay, s 22.9 1.2 0
HCM LOS C
Zone Summary
Zone wide Queuing Penalty: 783
Zone Summary
Zone wide Queuing Penalty: 4001
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 50 50 130 100 352 56 300 267 100 120 50
Future Volume (veh/h) 50 50 50 130 100 352 56 300 267 100 120 50
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 54 54 54 141 109 383 61 326 290 109 130 54
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 2 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 110 110 94 273 435 596 149 782 825 491 882 366
Arrive On Green 0.23 0.23 0.23 0.08 0.08 0.08 0.51 0.51 0.51 0.14 0.69 0.69
Sat Flow, veh/h 342 481 412 1306 1900 1615 237 1531 1615 3510 1276 530
Grp Volume(v), veh/h 162 0 0 141 109 383 387 0 290 109 0 184
Grp Sat Flow(s),veh/h/ln 1235 0 0 1306 1900 1615 1768 0 1615 1755 0 1806
Q Serve(g_s), s 10.9 0.0 0.0 5.4 8.1 29.2 9.0 0.0 16.1 4.1 0.0 5.3
Cycle Q Clear(g_c), s 19.0 0.0 0.0 24.4 8.1 29.2 19.7 0.0 16.1 4.1 0.0 5.3
Prop In Lane 0.33 0.33 1.00 1.00 0.16 1.00 1.00 0.29
Lane Grp Cap(c), veh/h 315 0 0 273 435 596 931 0 825 491 0 1248
V/C Ratio(X) 0.51 0.00 0.00 0.52 0.25 0.64 0.42 0.00 0.35 0.22 0.00 0.15
Avail Cap(c_a), veh/h 410 0 0 365 570 711 931 0 825 491 0 1248
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 0.86 0.86 0.86 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 52.1 0.0 0.0 66.2 57.2 46.8 22.6 0.0 21.9 57.2 0.0 8.0
Incr Delay (d2), s/veh 1.3 0.0 0.0 1.3 0.3 1.3 1.4 0.0 1.2 1.0 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.1 0.0 0.0 5.8 4.3 13.3 10.2 0.0 7.4 2.1 0.0 2.7
LnGrp Delay(d),s/veh 53.4 0.0 0.0 67.5 57.5 48.1 24.0 0.0 23.0 58.3 0.0 8.2
LnGrp LOS D E E D C C E A
Approach Vol, veh/h 162 633 677 293
Approach Delay, s/veh 53.4 54.0 23.6 26.8
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 27.0 82.6 40.4 109.6 40.4
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 21.0 66.0 45.0 93.0 45.0
Max Q Clear Time (g_c+I1), s 6.1 21.7 21.0 7.3 31.2
Green Ext Time (p_c), s 0.2 5.3 3.7 5.3 3.2
Intersection Summary
HCM 2010 Ctrl Delay 37.8
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 18 0 51 81 0 80 82 478 189 118 439 21
Future Volume (veh/h) 18 0 51 81 0 80 82 478 189 118 439 21
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1810 1860 1900 1900 1860 1900
Adj Flow Rate, veh/h 20 0 58 92 0 91 93 543 215 134 499 24
Adj No. of Lanes 0 1 0 0 1 1 1 1 0 1 1 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 0 0 0 0 0 0 5 3 3 0 2 2
Cap, veh/h 52 21 92 190 0 252 586 932 369 450 1163 56
Arrive On Green 0.16 0.00 0.16 0.16 0.00 0.16 0.73 0.73 0.73 0.73 0.73 0.73
Sat Flow, veh/h 70 134 591 797 0 1615 851 1268 502 718 1583 76
Grp Volume(v), veh/h 78 0 0 92 0 91 93 0 758 134 0 523
Grp Sat Flow(s),veh/h/ln 794 0 0 797 0 1615 851 0 1771 718 0 1659
Q Serve(g_s), s 0.5 0.0 0.0 0.0 0.0 5.5 5.2 0.0 21.8 11.7 0.0 13.4
Cycle Q Clear(g_c), s 14.6 0.0 0.0 14.1 0.0 5.5 18.7 0.0 21.8 33.6 0.0 13.4
Prop In Lane 0.26 0.74 1.00 1.00 1.00 0.28 1.00 0.05
Lane Grp Cap(c), veh/h 165 0 0 190 0 252 586 0 1301 450 0 1219
V/C Ratio(X) 0.47 0.00 0.00 0.48 0.00 0.36 0.16 0.00 0.58 0.30 0.00 0.43
Avail Cap(c_a), veh/h 232 0 0 250 0 323 586 0 1301 450 0 1219
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.95 0.00 0.95 1.00 0.00 1.00
Uniform Delay (d), s/veh 41.4 0.0 0.0 45.1 0.0 41.5 9.3 0.0 6.8 14.6 0.0 5.7
Incr Delay (d2), s/veh 2.1 0.0 0.0 1.9 0.0 0.9 0.5 0.0 1.8 1.7 0.0 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.2 0.0 0.0 2.8 0.0 2.5 1.3 0.0 11.2 2.5 0.0 6.5
LnGrp Delay(d),s/veh 43.5 0.0 0.0 47.0 0.0 42.4 9.8 0.0 8.6 16.2 0.0 6.8
LnGrp LOS D D D A A B A
Approach Vol, veh/h 78 183 851 657
Approach Delay, s/veh 43.5 44.7 8.7 8.7
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 86.8 23.2 86.8 23.2
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 76.0 22.0 76.0 22.0
Max Q Clear Time (g_c+I1), s 35.6 16.6 23.8 16.1
Green Ext Time (p_c), s 15.5 0.6 16.6 0.6
Intersection Summary
HCM 2010 Ctrl Delay 14.0
HCM 2010 LOS B
Intersection
Int Delay, s/veh 7.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 266 69 146 279 99 113
Future Vol, veh/h 266 69 146 279 99 113
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 100 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 5 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 289 75 159 303 108 123
Approach EB WB NB
HCM Control Delay, s 0 2.9 27
HCM LOS D
Zone Summary
Zone wide Queuing Penalty: 0
Zone Summary
Zone wide Queuing Penalty: 426
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 127 0 224 0 0 0 226 574 0 0 619 133
Future Volume (veh/h) 127 0 224 0 0 0 226 574 0 0 619 133
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1863 1881 1863 1881 0 0 1863 1900
Adj Flow Rate, veh/h 130 0 229 231 586 0 0 632 136
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Percent Heavy Veh, % 3 2 1 2 1 0 0 2 2
Cap, veh/h 270 286 336 625 1427 0 0 981 211
Arrive On Green 0.15 0.00 0.15 0.06 0.76 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1583 1774 1881 0 0 1479 318
Grp Volume(v), veh/h 130 0 229 231 586 0 0 0 768
Grp Sat Flow(s),veh/h/ln 1757 1863 1583 1774 1881 0 0 0 1797
Q Serve(g_s), s 8.1 0.0 16.0 4.7 13.1 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.1 0.0 16.0 4.7 13.1 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
Lane Grp Cap(c), veh/h 270 286 336 625 1427 0 0 0 1192
V/C Ratio(X) 0.48 0.00 0.68 0.37 0.41 0.00 0.00 0.00 0.64
Avail Cap(c_a), veh/h 315 334 376 677 1427 0 0 0 1192
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 46.4 0.0 43.6 4.8 5.1 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 1.3 0.0 4.3 0.4 0.3 0.0 0.0 0.0 2.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.0 0.0 14.0 2.3 6.8 0.0 0.0 0.0 0.9
LnGrp Delay(d),s/veh 47.7 0.0 47.9 5.1 5.3 0.0 0.0 0.0 2.7
LnGrp LOS D D A A A
Approach Vol, veh/h 359 817 768
Approach Delay, s/veh 47.8 5.3 2.7
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 11.5 85.6 23.0 97.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 10.5 73.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 6.7 2.0 18.0 15.1
Green Ext Time (p_c), s 0.3 19.4 0.5 19.5
Intersection Summary
HCM 2010 Ctrl Delay 12.1
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 44 118 40 91 116 52 0 425 119 0 382 70
Future Volume (veh/h) 44 118 40 91 116 52 0 425 119 0 382 70
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.82 1.00 0.93 1.00 0.92
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1845 1900 1881 1887 1900 0 1845 1900 0 1881 1792
Adj Flow Rate, veh/h 49 131 0 101 129 58 0 472 132 0 424 78
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 3 3 1 1 1 0 3 0 0 1 6
Cap, veh/h 409 426 0 413 265 119 0 568 461 0 579 433
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1845 0 1792 1147 516 0 1845 1500 0 1881 1407
Grp Volume(v), veh/h 49 131 0 101 0 187 0 472 132 0 424 78
Grp Sat Flow(s),veh/h/ln 1774 1845 0 1792 0 1662 0 1845 1500 0 1881 1407
Q Serve(g_s), s 1.7 4.6 0.0 3.6 0.0 7.6 0.0 18.6 5.2 0.0 15.7 3.2
Cycle Q Clear(g_c), s 1.7 4.6 0.0 3.6 0.0 7.6 0.0 18.6 5.2 0.0 15.7 3.2
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
V/C Ratio(X) 0.12 0.31 0.00 0.24 0.00 0.49 0.00 0.83 0.29 0.00 0.73 0.18
Avail Cap(c_a), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.7 24.8 0.0 24.5 0.0 26.0 0.0 25.1 20.5 0.0 24.1 19.8
Incr Delay (d2), s/veh 0.6 1.9 0.0 1.4 0.0 4.4 0.0 13.3 1.6 0.0 8.0 0.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.9 2.5 0.0 1.9 0.0 3.9 0.0 11.5 2.4 0.0 9.4 1.3
LnGrp Delay(d),s/veh 24.3 26.7 0.0 25.9 0.0 30.4 0.0 38.4 22.1 0.0 32.1 20.7
LnGrp LOS C C C C D C C C
Approach Vol, veh/h 180 288 604 502
Approach Delay, s/veh 26.1 28.8 34.9 30.3
Approach LOS C C C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 31.3
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 33 0 283 0 0 0 286 427 0 0 419 36
Future Volume (veh/h) 33 0 283 0 0 0 286 427 0 0 419 36
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1792 1900 1863 1900 1881 0 0 1861 1900
Adj Flow Rate, veh/h 34 0 289 292 436 0 0 428 37
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 6 0 2 0 1 0 0 2 2
Cap, veh/h 306 340 401 782 1380 0 0 1040 90
Arrive On Green 0.18 0.00 0.18 0.08 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1544 1810 1881 0 0 1685 146
Grp Volume(v), veh/h 34 0 289 292 436 0 0 0 465
Grp Sat Flow(s),veh/h/ln 1707 1900 1544 1810 1881 0 0 0 1831
Q Serve(g_s), s 2.0 0.0 20.5 6.6 9.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 2.0 0.0 20.5 6.6 9.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.08
Lane Grp Cap(c), veh/h 306 340 401 782 1380 0 0 0 1130
V/C Ratio(X) 0.11 0.00 0.72 0.37 0.32 0.00 0.00 0.00 0.41
Avail Cap(c_a), veh/h 306 340 401 979 1380 0 0 0 1130
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 41.2 0.0 40.7 5.9 5.6 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.2 0.0 6.2 0.3 0.1 0.0 0.0 0.0 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 0.0 17.4 3.3 5.0 0.0 0.0 0.0 0.3
LnGrp Delay(d),s/veh 41.4 0.0 46.8 6.2 5.7 0.0 0.0 0.0 1.1
LnGrp LOS D D A A A
Approach Vol, veh/h 323 728 465
Approach Delay, s/veh 46.3 5.9 1.1
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 13.9 80.1 26.0 94.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 22.5 61.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 8.6 2.0 22.5 11.7
Green Ext Time (p_c), s 0.8 7.2 0.0 7.2
Intersection Summary
HCM 2010 Ctrl Delay 13.0
HCM 2010 LOS B
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 560 189 132 457 345 158 879 91 355 1004 19
Future Volume (veh/h) 75 560 189 132 457 345 158 879 91 355 1004 19
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1810 1872 1900 1863 1852 1900 1845 1846 1900 1881 1844 1900
Adj Flow Rate, veh/h 77 577 195 136 471 356 163 906 94 366 1035 20
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 5 1 1 2 3 3 3 3 3 1 3 3
Cap, veh/h 227 873 294 279 683 514 192 971 101 433 1118 22
Arrive On Green 0.04 0.34 0.34 0.07 0.36 0.36 0.11 0.30 0.30 0.12 0.32 0.32
Sat Flow, veh/h 1723 2600 876 1774 1898 1430 1757 3207 333 3476 3515 68
Grp Volume(v), veh/h 77 394 378 136 436 391 163 495 505 366 516 539
Grp Sat Flow(s),veh/h/ln 1723 1778 1698 1774 1760 1569 1757 1754 1786 1738 1752 1831
Q Serve(g_s), s 3.5 22.7 22.8 5.9 25.4 25.5 10.9 32.9 32.9 12.4 34.2 34.2
Cycle Q Clear(g_c), s 3.5 22.7 22.8 5.9 25.4 25.5 10.9 32.9 32.9 12.4 34.2 34.2
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.19 1.00 0.04
Lane Grp Cap(c), veh/h 227 597 570 279 633 564 192 531 541 433 557 582
V/C Ratio(X) 0.34 0.66 0.66 0.49 0.69 0.69 0.85 0.93 0.93 0.85 0.93 0.93
Avail Cap(c_a), veh/h 262 597 570 302 633 564 293 555 566 550 557 582
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.80 0.80 0.80
Uniform Delay (d), s/veh 26.7 34.0 34.1 25.8 32.7 32.8 52.5 40.6 40.6 51.4 39.5 39.5
Incr Delay (d2), s/veh 0.3 5.7 6.0 0.5 6.1 6.8 13.5 22.4 22.1 7.8 18.3 17.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 12.1 11.7 2.9 13.3 12.1 6.0 19.3 19.6 6.4 19.3 20.1
LnGrp Delay(d),s/veh 27.0 39.7 40.0 26.3 38.8 39.6 66.0 63.1 62.8 59.2 57.9 57.3
LnGrp LOS C D D C D D E E E E E E
Approach Vol, veh/h 849 963 1163 1421
Approach Delay, s/veh 38.7 37.4 63.4 58.0
Approach LOS D D E E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 12.5 46.3 17.1 44.2 9.6 49.1 18.9 42.3
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 9.5 33.0 20.0 37.0 7.5 35.0 19.0 38.0
Max Q Clear Time (g_c+I1), s 7.9 24.8 12.9 36.2 5.5 27.5 14.4 34.9
Green Ext Time (p_c), s 0.0 6.5 0.2 0.8 0.0 6.0 0.6 1.4
Intersection Summary
HCM 2010 Ctrl Delay 51.2
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 515 1207 40 177 1039 0 0 901 70
Future Volume (veh/h) 0 0 0 515 1207 40 177 1039 0 0 901 70
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.86 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1882 1900 1845 1863 0 0 1865 1900
Adj Flow Rate, veh/h 425 1814 42 186 1094 0 0 948 74
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 1 1 1 3 2 0 0 2 2
Cap, veh/h 576 2345 54 407 1987 0 0 1255 98
Arrive On Green 0.32 0.32 0.32 0.09 0.38 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7296 169 1757 3632 0 0 3422 260
Grp Volume(v), veh/h 425 1403 453 186 1094 0 0 505 517
Grp Sat Flow(s),veh/h/ln 1792 1882 1820 1757 1770 0 0 1772 1817
Q Serve(g_s), s 27.4 29.2 29.2 0.4 31.6 0.0 0.0 21.2 21.2
Cycle Q Clear(g_c), s 27.4 29.2 29.2 0.4 31.6 0.0 0.0 21.2 21.2
Prop In Lane 1.00 0.09 1.00 0.00 0.00 0.14
Lane Grp Cap(c), veh/h 576 1814 585 407 1987 0 0 668 685
V/C Ratio(X) 0.74 0.77 0.77 0.46 0.55 0.00 0.00 0.76 0.76
Avail Cap(c_a), veh/h 620 1954 630 427 1987 0 0 668 685
HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.81 0.81 0.00 0.00 0.84 0.84
Uniform Delay (d), s/veh 39.2 39.8 39.8 43.3 27.6 0.0 0.0 12.6 12.6
Incr Delay (d2), s/veh 4.8 2.0 6.1 0.2 0.9 0.0 0.0 6.6 6.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.3 15.5 15.7 6.1 15.7 0.0 0.0 11.0 11.3
LnGrp Delay(d),s/veh 44.0 41.9 45.9 43.5 28.5 0.0 0.0 19.2 19.0
LnGrp LOS D D D D C B B
Approach Vol, veh/h 2281 1280 1022
Approach Delay, s/veh 43.1 30.7 19.1
Approach LOS D C B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 79.0 24.0 55.0 47.8
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 73.0 19.5 * 49 45.0
Max Q Clear Time (g_c+I1), s 33.6 2.4 23.2 31.2
Green Ext Time (p_c), s 5.5 4.8 3.8 10.6
Intersection Summary
HCM 2010 Ctrl Delay 34.3
HCM 2010 LOS C
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 128 1116 115 0 0 0 0 1034 714 119 1296 0
Future Volume (veh/h) 128 1116 115 0 0 0 0 1034 714 119 1296 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1883 1900 0 1863 1881 1881 1863 0
Adj Flow Rate, veh/h 133 1162 120 0 1077 744 124 1890 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 1 1 1 0 2 1 1 2 0
Cap, veh/h 497 1313 135 0 1949 880 278 2231 0
Arrive On Green 0.28 0.28 0.28 0.00 1.00 1.00 0.09 1.00 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 1792 3632 0
Grp Volume(v), veh/h 133 841 441 0 1077 744 124 1890 0
Grp Sat Flow(s),veh/h/ln 1792 1713 1796 0 1770 1598 1792 1770 0
Q Serve(g_s), s 7.5 30.6 30.6 0.0 0.0 0.0 3.9 0.0 0.0
Cycle Q Clear(g_c), s 7.5 30.6 30.6 0.0 0.0 0.0 3.9 0.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 497 950 498 0 1949 880 278 2231 0
V/C Ratio(X) 0.27 0.89 0.89 0.00 0.55 0.85 0.45 0.85 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 1949 880 356 2231 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.56 0.56 0.52 0.52 0.00
Uniform Delay (d), s/veh 36.7 45.0 45.0 0.0 0.0 0.0 10.1 0.0 0.0
Incr Delay (d2), s/veh 0.3 8.5 14.8 0.0 0.6 5.8 0.2 2.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.8 15.6 17.2 0.0 0.2 1.4 1.9 0.7 0.0
LnGrp Delay(d),s/veh 37.0 53.5 59.8 0.0 0.6 5.8 10.3 2.2 0.0
LnGrp LOS D D E A A B A
Approach Vol, veh/h 1415 1821 2014
Approach Delay, s/veh 53.9 2.7 2.7
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 10.4 77.6 42.0 88.0
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 11.5 62.0 40.0 78.0
Max Q Clear Time (g_c+I1), s 5.9 2.0 32.6 2.0
Green Ext Time (p_c), s 0.1 38.9 3.5 44.6
Intersection Summary
HCM 2010 Ctrl Delay 16.5
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 167 205 90 186 225 109 0 1445 162 45 1240 113
Future Volume (veh/h) 167 205 90 186 225 109 0 1445 162 45 1240 113
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1881 1900 1863 1881 1900 0 1845 1881 1900 1863 1881
Adj Flow Rate, veh/h 178 218 96 198 239 116 0 1537 172 48 1319 120
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 2 1 0 2 1 0 0 3 1 0 2 1
Cap, veh/h 256 352 300 250 284 241 0 2019 921 165 2224 1004
Arrive On Green 0.10 0.19 0.19 0.06 0.15 0.15 0.00 0.58 0.58 0.04 1.00 1.00
Sat Flow, veh/h 1774 1881 1602 1774 1881 1599 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 178 218 96 198 239 116 0 1537 172 48 1319 120
Grp Sat Flow(s),veh/h/ln 1774 1881 1602 1774 1881 1599 0 1752 1599 1810 1770 1598
Q Serve(g_s), s 10.7 13.9 6.7 8.0 16.1 8.6 0.0 43.0 6.6 1.4 0.0 0.0
Cycle Q Clear(g_c), s 10.7 13.9 6.7 8.0 16.1 8.6 0.0 43.0 6.6 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 256 352 300 250 284 241 0 2019 921 165 2224 1004
V/C Ratio(X) 0.69 0.62 0.32 0.79 0.84 0.48 0.00 0.76 0.19 0.29 0.59 0.12
Avail Cap(c_a), veh/h 274 434 370 250 347 295 0 2019 921 238 2224 1004
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.76 0.76 0.76
Uniform Delay (d), s/veh 40.7 48.6 45.7 49.7 53.7 50.5 0.0 20.8 13.1 18.9 0.0 0.0
Incr Delay (d2), s/veh 5.4 1.8 0.6 14.8 14.3 1.5 0.0 2.8 0.4 0.3 0.9 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.6 7.4 3.0 4.2 9.5 3.9 0.0 21.5 3.0 0.7 0.3 0.1
LnGrp Delay(d),s/veh 46.1 50.4 46.3 64.5 68.0 52.0 0.0 23.6 13.5 19.2 0.9 0.2
LnGrp LOS D D D E E D C B B A A
Approach Vol, veh/h 492 553 1709 1487
Approach Delay, s/veh 48.0 63.4 22.6 1.4
Approach LOS D E C A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.8 80.9 12.0 30.3 87.7 16.7 25.6
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 30.0 76.0 14.0 24.0
Max Q Clear Time (g_c+I1), s 3.4 45.0 10.0 15.9 2.0 12.7 18.1
Green Ext Time (p_c), s 0.0 14.2 0.0 2.0 30.9 0.0 1.3
Intersection Summary
HCM 2010 Ctrl Delay 23.4
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 558 246 137 59 103 61 60 1092 29 84 1228 245
Future Volume (veh/h) 558 246 137 59 103 61 60 1092 29 84 1228 245
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1900 1863 1900 1879 1900 1810 1846 1900 1863 1863 1881
Adj Flow Rate, veh/h 600 265 147 63 111 66 65 1174 31 90 1320 263
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 1 0 2 0 0 0 5 3 3 2 2 1
Cap, veh/h 669 680 626 174 248 138 163 1446 38 115 1559 1011
Arrive On Green 0.19 0.36 0.36 0.11 0.11 0.11 0.04 0.41 0.41 0.06 0.44 0.44
Sat Flow, veh/h 3476 1900 1578 983 2207 1225 1723 3491 92 1774 3539 1596
Grp Volume(v), veh/h 600 265 147 63 88 89 65 590 615 90 1320 263
Grp Sat Flow(s),veh/h/ln 1738 1900 1578 983 1785 1647 1723 1754 1829 1774 1770 1596
Q Serve(g_s), s 19.1 11.8 7.0 6.9 5.2 5.7 2.4 33.7 33.7 5.7 37.7 8.2
Cycle Q Clear(g_c), s 19.1 11.8 7.0 6.9 5.2 5.7 2.4 33.7 33.7 5.7 37.7 8.2
Prop In Lane 1.00 1.00 1.00 0.74 1.00 0.05 1.00 1.00
Lane Grp Cap(c), veh/h 669 680 626 174 201 185 163 727 758 115 1559 1011
V/C Ratio(X) 0.90 0.39 0.23 0.36 0.44 0.48 0.40 0.81 0.81 0.78 0.85 0.26
Avail Cap(c_a), veh/h 735 921 826 280 393 363 462 727 758 281 1559 1011
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 44.7 27.2 22.8 47.7 47.0 47.2 24.4 29.3 29.3 52.3 28.3 9.1
Incr Delay (d2), s/veh 13.0 0.4 0.2 1.3 1.5 1.9 1.6 9.6 9.2 11.1 5.9 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.4 6.3 3.1 1.9 2.7 2.7 1.2 18.1 18.9 3.1 19.6 3.8
LnGrp Delay(d),s/veh 57.6 27.5 23.0 49.0 48.5 49.1 25.9 38.9 38.6 63.3 34.2 9.8
LnGrp LOS E C C D D D C D D E C A
Approach Vol, veh/h 1012 240 1270 1673
Approach Delay, s/veh 44.7 48.9 38.1 31.9
Approach LOS D D D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.4 56.5 27.8 18.8 13.3 53.5 46.6
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.4 39.7 21.1 8.9 7.7 35.7 13.8
Green Ext Time (p_c), s 0.1 1.2 0.7 3.2 0.1 10.1 3.8
Intersection Summary
HCM 2010 Ctrl Delay 37.8
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 32 74 12 53 77 9 24 1160 113 35 1389 42
Future Volume (veh/h) 32 74 12 53 77 9 24 1160 113 35 1389 42
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1837 1900 1900 1811 1900 1900 1860 1900 1900 1863 1900
Adj Flow Rate, veh/h 34 78 13 56 81 9 25 1221 119 37 1462 44
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 4 4 0 3 3 0 2 2 0 2 2
Cap, veh/h 240 218 36 239 227 25 266 2182 212 308 2352 71
Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.67 0.67 0.67 0.67 0.67 0.67
Sat Flow, veh/h 1321 1534 256 1320 1601 178 353 3254 316 414 3506 105
Grp Volume(v), veh/h 34 0 91 56 0 90 25 662 678 37 737 769
Grp Sat Flow(s),veh/h/ln 1321 0 1790 1320 0 1779 353 1767 1803 414 1770 1841
Q Serve(g_s), s 1.5 0.0 2.9 2.6 0.0 2.9 2.8 12.6 12.7 3.3 15.1 15.1
Cycle Q Clear(g_c), s 4.5 0.0 2.9 5.5 0.0 2.9 17.9 12.6 12.7 16.0 15.1 15.1
Prop In Lane 1.00 0.14 1.00 0.10 1.00 0.18 1.00 0.06
Lane Grp Cap(c), veh/h 240 0 254 239 0 253 266 1185 1210 308 1187 1235
V/C Ratio(X) 0.14 0.00 0.36 0.23 0.00 0.36 0.09 0.56 0.56 0.12 0.62 0.62
Avail Cap(c_a), veh/h 588 0 726 587 0 721 266 1185 1210 308 1187 1235
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 26.9 0.0 24.9 27.4 0.0 24.9 11.0 5.6 5.6 9.8 6.0 6.0
Incr Delay (d2), s/veh 0.3 0.0 0.9 0.5 0.0 0.8 0.7 1.9 1.9 0.8 2.4 2.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.0 1.5 1.0 0.0 1.5 0.3 6.7 6.9 0.4 8.0 8.3
LnGrp Delay(d),s/veh 27.1 0.0 25.7 27.8 0.0 25.7 11.7 7.5 7.5 10.6 8.4 8.3
LnGrp LOS C C C C B A A B A A
Approach Vol, veh/h 125 146 1365 1543
Approach Delay, s/veh 26.1 26.5 7.5 8.4
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 15.1 49.0 15.1
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 18.0 7.5 19.9 6.5
Green Ext Time (p_c), s 21.4 1.2 20.0 1.2
Intersection Summary
HCM 2010 Ctrl Delay 9.6
HCM 2010 LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 82 83 164 17 52 15 83 153 28 13 210 77
Future Volume (veh/h) 82 83 164 17 52 15 83 153 28 13 210 77
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 1.00 0.97 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1886 1900 1900 1877 1900 1900 1872 1900 1900 1887 1900
Adj Flow Rate, veh/h 88 89 176 18 56 16 89 165 30 14 226 83
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 2 2 2 2 2 2 1 1 1
Cap, veh/h 162 138 222 129 343 86 290 510 85 78 668 236
Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.52 0.52 0.52 0.52 0.52 0.52
Sat Flow, veh/h 305 497 797 198 1230 309 405 990 165 27 1297 458
Grp Volume(v), veh/h 353 0 0 90 0 0 284 0 0 323 0 0
Grp Sat Flow(s),veh/h/ln 1599 0 0 1737 0 0 1560 0 0 1781 0 0
Q Serve(g_s), s 8.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 11.8 0.0 0.0 2.2 0.0 0.0 5.2 0.0 0.0 6.2 0.0 0.0
Prop In Lane 0.25 0.50 0.20 0.18 0.31 0.11 0.04 0.26
Lane Grp Cap(c), veh/h 523 0 0 558 0 0 885 0 0 982 0 0
V/C Ratio(X) 0.68 0.00 0.00 0.16 0.00 0.00 0.32 0.00 0.00 0.33 0.00 0.00
Avail Cap(c_a), veh/h 759 0 0 799 0 0 885 0 0 982 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.3 0.0 0.0 15.9 0.0 0.0 8.1 0.0 0.0 8.3 0.0 0.0
Incr Delay (d2), s/veh 1.5 0.0 0.0 0.1 0.0 0.0 1.0 0.0 0.0 0.9 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.4 0.0 0.0 1.1 0.0 0.0 2.8 0.0 0.0 3.3 0.0 0.0
LnGrp Delay(d),s/veh 20.8 0.0 0.0 16.1 0.0 0.0 9.0 0.0 0.0 9.2 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 353 90 284 323
Approach Delay, s/veh 20.8 16.1 9.0 9.2
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 22.2 36.0 22.2
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 8.2 4.2 7.2 13.8
Green Ext Time (p_c), s 4.0 2.8 4.1 2.2
Intersection Summary
HCM 2010 Ctrl Delay 13.7
HCM 2010 LOS B
Intersection
Int Delay, s/veh 3.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 2 8 26 0 120 1 419 41 86 422 1
Future Vol, veh/h 3 2 8 26 0 120 1 419 41 86 422 1
Conflicting Peds, #/hr 5 0 18 18 0 5 20 0 42 42 0 20
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 8 27 0 126 1 441 43 91 444 1
Approach EB WB NB SB
HCM Control Delay, s 19.7 17.7 0 1.5
HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1088 - - 259 144 536 1041 - -
HCM Lane V/C Ratio 0.001 - - 0.053 0.19 0.236 0.087 - -
HCM Control Delay (s) 8.3 0 - 19.7 35.8 13.8 8.8 0 -
HCM Lane LOS A A - C E B A A -
HCM 95th %tile Q(veh) 0 - - 0.2 0.7 0.9 0.3 - -
Intersection
Int Delay, s/veh 2.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 41 127 434 17 32 424
Future Vol, veh/h 41 127 434 17 32 424
Conflicting Peds, #/hr 0 0 0 3 3 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 1 3 0 3 2
Mvmt Flow 43 134 457 18 34 446
Approach WB NB SB
HCM Control Delay, s 14.4 0 0.6
HCM LOS B
Intersection
Int Delay, s/veh 3.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 68 132 576 132 109 602
Future Vol, veh/h 68 132 576 132 109 602
Conflicting Peds, #/hr 0 0 0 2 2 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 96 96 96 96 96 96
Heavy Vehicles, % 0 1 2 2 1 2
Mvmt Flow 71 138 600 138 114 627
Approach WB NB SB
HCM Control Delay, s 24.5 0 1.5
HCM LOS C
Intersection
Int Delay, s/veh 0.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 31 15 701 3 8 688
Future Vol, veh/h 31 15 701 3 8 688
Conflicting Peds, #/hr 0 0 0 3 3 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 98 98 98 98 98 98
Heavy Vehicles, % 0 0 1 0 13 1
Mvmt Flow 32 15 715 3 8 702
Approach WB NB SB
HCM Control Delay, s 16 0 0.1
HCM LOS C
Intersection
Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 15 3 15 22 0 8 8 681 17 3 707 5
Future Vol, veh/h 15 3 15 22 0 8 8 681 17 3 707 5
Conflicting Peds, #/hr 0 0 0 0 0 0 6 0 1 1 0 6
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 15 3 15 23 0 8 8 702 18 3 729 5
Approach EB WB NB SB
HCM Control Delay, s 33.7 43 0.1 0
HCM LOS D E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 876 - - 159 125 890 - -
HCM Lane V/C Ratio 0.009 - - 0.214 0.247 0.003 - -
HCM Control Delay (s) 9.1 - - 33.7 43 9.1 - -
HCM Lane LOS A - - D E A - -
HCM 95th %tile Q(veh) 0 - - 0.8 0.9 0 - -
Intersection
Int Delay, s/veh 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 134 1 722 11 91 705 0
Future Vol, veh/h 0 0 1 5 1 134 1 722 11 91 705 0
Conflicting Peds, #/hr 1 0 0 0 0 1 7 0 9 9 0 7
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 141 1 760 12 96 742 0
Approach EB WB NB SB
HCM Control Delay, s 13.8 17.5 0 1.1
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 869 - - 412 435 839 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.339 0.114 - -
HCM Control Delay (s) 9.1 0 - 13.8 17.5 9.8 - -
HCM Lane LOS A A - B C A - -
HCM 95th %tile Q(veh) 0 - - 0 1.5 0.4 - -
Intersection
Int Delay, s/veh 1.5
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 4 106 109 11 33 2
Future Vol, veh/h 4 106 109 11 33 2
Conflicting Peds, #/hr 2 0 0 2 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 83 83 83 83 83 83
Heavy Vehicles, % 0 0 0 0 0 2
Mvmt Flow 5 128 131 13 40 2
Approach EB WB SB
HCM Control Delay, s 0.3 0 10.5
HCM LOS B
Zone Summary
Zone wide Queuing Penalty: 41
Zone Summary
Zone wide Queuing Penalty: 912
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 138 0 243 0 0 0 245 622 0 0 670 144
Future Volume (veh/h) 138 0 243 0 0 0 245 622 0 0 670 144
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1863 1881 1863 1881 0 0 1863 1900
Adj Flow Rate, veh/h 141 0 248 250 635 0 0 684 147
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Percent Heavy Veh, % 3 2 1 2 1 0 0 2 2
Cap, veh/h 287 304 360 598 1410 0 0 960 206
Arrive On Green 0.16 0.00 0.16 0.06 0.75 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1584 1774 1881 0 0 1479 318
Grp Volume(v), veh/h 141 0 248 250 635 0 0 0 831
Grp Sat Flow(s),veh/h/ln 1757 1863 1584 1774 1881 0 0 0 1797
Q Serve(g_s), s 8.8 0.0 17.2 5.3 15.3 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.8 0.0 17.2 5.3 15.3 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
Lane Grp Cap(c), veh/h 287 304 360 598 1410 0 0 0 1166
V/C Ratio(X) 0.49 0.00 0.69 0.42 0.45 0.00 0.00 0.00 0.71
Avail Cap(c_a), veh/h 315 334 385 641 1410 0 0 0 1166
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 45.7 0.0 42.6 5.2 5.7 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 1.3 0.0 4.8 0.5 0.3 0.0 0.0 0.0 3.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.4 0.0 15.1 2.6 7.9 0.0 0.0 0.0 1.2
LnGrp Delay(d),s/veh 47.0 0.0 47.3 5.6 6.0 0.0 0.0 0.0 3.7
LnGrp LOS D D A A A
Approach Vol, veh/h 389 885 831
Approach Delay, s/veh 47.2 5.9 3.7
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 12.1 83.8 24.1 95.9
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 10.5 73.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 7.3 2.0 19.2 17.3
Green Ext Time (p_c), s 0.2 22.9 0.4 22.9
Intersection Summary
HCM 2010 Ctrl Delay 12.7
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 48 128 43 99 126 56 0 460 129 0 414 76
Future Volume (veh/h) 48 128 43 99 126 56 0 460 129 0 414 76
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.82 1.00 0.93 1.00 0.92
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1845 1900 1881 1887 1900 0 1845 1900 0 1881 1792
Adj Flow Rate, veh/h 53 142 0 110 140 62 0 511 143 0 460 84
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 3 3 1 1 1 0 3 0 0 1 6
Cap, veh/h 409 426 0 413 266 118 0 568 461 0 579 433
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1845 0 1792 1153 511 0 1845 1500 0 1881 1407
Grp Volume(v), veh/h 53 142 0 110 0 202 0 511 143 0 460 84
Grp Sat Flow(s),veh/h/ln 1774 1845 0 1792 0 1664 0 1845 1500 0 1881 1407
Q Serve(g_s), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 20.7 5.7 0.0 17.5 3.4
Cycle Q Clear(g_c), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 20.7 5.7 0.0 17.5 3.4
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
V/C Ratio(X) 0.13 0.33 0.00 0.27 0.00 0.53 0.00 0.90 0.31 0.00 0.79 0.19
Avail Cap(c_a), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.8 25.0 0.0 24.6 0.0 26.3 0.0 25.9 20.7 0.0 24.7 19.9
Incr Delay (d2), s/veh 0.7 2.1 0.0 1.6 0.0 5.1 0.0 19.9 1.7 0.0 10.8 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 2.8 0.0 2.1 0.0 4.4 0.0 13.6 2.6 0.0 10.8 1.5
LnGrp Delay(d),s/veh 24.4 27.1 0.0 26.2 0.0 31.3 0.0 45.7 22.4 0.0 35.5 20.9
LnGrp LOS C C C C D C D C
Approach Vol, veh/h 195 312 654 544
Approach Delay, s/veh 26.4 29.5 40.6 33.3
Approach LOS C C D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 34.6
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 36 0 306 0 0 0 310 462 0 0 454 39
Future Volume (veh/h) 36 0 306 0 0 0 310 462 0 0 454 39
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1792 1900 1863 1900 1881 0 0 1861 1900
Adj Flow Rate, veh/h 37 0 312 316 471 0 0 463 40
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 6 0 2 0 1 0 0 2 2
Cap, veh/h 306 340 411 768 1380 0 0 1030 89
Arrive On Green 0.18 0.00 0.18 0.08 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1544 1810 1881 0 0 1686 146
Grp Volume(v), veh/h 37 0 312 316 471 0 0 0 503
Grp Sat Flow(s),veh/h/ln 1707 1900 1544 1810 1881 0 0 0 1831
Q Serve(g_s), s 2.2 0.0 21.5 7.3 10.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 2.2 0.0 21.5 7.3 10.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.08
Lane Grp Cap(c), veh/h 306 340 411 768 1380 0 0 0 1119
V/C Ratio(X) 0.12 0.00 0.76 0.41 0.34 0.00 0.00 0.00 0.45
Avail Cap(c_a), veh/h 306 340 411 954 1380 0 0 0 1119
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 41.3 0.0 40.7 6.0 5.7 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.2 0.0 8.0 0.4 0.1 0.0 0.0 0.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 0.0 18.9 3.6 5.6 0.0 0.0 0.0 0.4
LnGrp Delay(d),s/veh 41.5 0.0 48.8 6.4 5.8 0.0 0.0 0.0 1.3
LnGrp LOS D D A A A
Approach Vol, veh/h 349 787 503
Approach Delay, s/veh 48.0 6.1 1.3
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.7 79.3 26.0 94.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 22.5 61.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 9.3 2.0 23.5 12.7
Green Ext Time (p_c), s 0.9 8.0 0.0 8.1
Intersection Summary
HCM 2010 Ctrl Delay 13.5
HCM 2010 LOS B
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 81 606 205 143 495 374 171 952 99 384 1087 21
Future Volume (veh/h) 81 606 205 143 495 374 171 952 99 384 1087 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1810 1872 1900 1863 1852 1900 1845 1846 1900 1881 1844 1900
Adj Flow Rate, veh/h 84 625 211 147 510 386 176 981 102 396 1121 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 5 1 1 2 3 3 3 3 3 1 3 3
Cap, veh/h 193 800 270 246 631 477 205 1015 106 461 1169 23
Arrive On Green 0.05 0.31 0.31 0.07 0.33 0.33 0.12 0.32 0.32 0.13 0.33 0.33
Sat Flow, veh/h 1723 2600 876 1774 1895 1433 1757 3207 333 3476 3513 69
Grp Volume(v), veh/h 84 427 409 147 474 422 176 536 547 396 559 584
Grp Sat Flow(s),veh/h/ln 1723 1778 1698 1774 1760 1568 1757 1754 1786 1738 1752 1830
Q Serve(g_s), s 4.0 26.3 26.3 6.7 29.5 29.5 11.8 36.1 36.2 13.4 37.5 37.5
Cycle Q Clear(g_c), s 4.0 26.3 26.3 6.7 29.5 29.5 11.8 36.1 36.2 13.4 37.5 37.5
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.19 1.00 0.04
Lane Grp Cap(c), veh/h 193 547 522 246 586 522 205 555 566 461 583 609
V/C Ratio(X) 0.44 0.78 0.78 0.60 0.81 0.81 0.86 0.97 0.97 0.86 0.96 0.96
Avail Cap(c_a), veh/h 220 547 522 258 586 522 293 555 566 550 583 609
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.75 0.75 0.75
Uniform Delay (d), s/veh 29.7 37.9 37.9 28.7 36.5 36.5 52.0 40.4 40.4 51.0 39.2 39.2
Incr Delay (d2), s/veh 0.6 10.6 11.1 2.2 11.4 12.7 16.0 29.6 29.4 8.8 22.7 22.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.9 14.5 14.0 3.4 16.2 14.6 6.6 22.0 22.4 7.0 21.8 22.7
LnGrp Delay(d),s/veh 30.3 48.5 49.0 30.9 47.9 49.2 68.1 70.0 69.8 59.8 62.0 61.4
LnGrp LOS C D D C D D E E E E E E
Approach Vol, veh/h 920 1043 1259 1539
Approach Delay, s/veh 47.1 46.0 69.6 61.2
Approach LOS D D E E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 13.2 42.9 18.0 45.9 10.1 46.0 19.9 44.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 9.5 33.0 20.0 37.0 7.5 35.0 19.0 38.0
Max Q Clear Time (g_c+I1), s 8.7 28.3 13.8 39.5 6.0 31.5 15.4 38.2
Green Ext Time (p_c), s 0.0 4.0 0.2 0.0 0.0 3.1 0.5 0.0
Intersection Summary
HCM 2010 Ctrl Delay 57.4
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 557 1307 43 192 1125 0 0 976 76
Future Volume (veh/h) 0 0 0 557 1307 43 192 1125 0 0 976 76
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1882 1900 1845 1863 0 0 1865 1900
Adj Flow Rate, veh/h 460 1963 45 202 1184 0 0 1027 80
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 1 1 1 3 2 0 0 2 2
Cap, veh/h 595 2424 56 381 1987 0 0 1255 98
Arrive On Green 0.33 0.33 0.33 0.14 0.56 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7300 167 1757 3632 0 0 3423 259
Grp Volume(v), veh/h 460 1518 490 202 1184 0 0 546 561
Grp Sat Flow(s),veh/h/ln 1792 1882 1822 1757 1770 0 0 1772 1817
Q Serve(g_s), s 30.0 31.9 31.9 3.1 28.7 0.0 0.0 25.7 25.8
Cycle Q Clear(g_c), s 30.0 31.9 31.9 3.1 28.7 0.0 0.0 25.7 25.8
Prop In Lane 1.00 0.09 1.00 0.00 0.00 0.14
Lane Grp Cap(c), veh/h 595 1874 605 381 1987 0 0 668 685
V/C Ratio(X) 0.77 0.81 0.81 0.53 0.60 0.00 0.00 0.82 0.82
Avail Cap(c_a), veh/h 620 1954 631 401 1987 0 0 668 685
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.76 0.76 0.00 0.00 0.84 0.84
Uniform Delay (d), s/veh 39.0 39.7 39.7 44.2 18.8 0.0 0.0 13.1 13.1
Incr Delay (d2), s/veh 6.3 2.7 8.0 0.4 1.0 0.0 0.0 9.1 9.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.9 17.1 17.4 6.4 14.3 0.0 0.0 13.8 14.2
LnGrp Delay(d),s/veh 45.3 42.4 47.7 44.6 19.8 0.0 0.0 22.3 22.1
LnGrp LOS D D D D B C C
Approach Vol, veh/h 2468 1386 1107
Approach Delay, s/veh 44.0 23.4 22.2
Approach LOS D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 79.0 24.0 55.0 49.2
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 73.0 19.5 * 49 45.0
Max Q Clear Time (g_c+I1), s 30.7 5.1 27.8 33.9
Green Ext Time (p_c), s 6.2 4.9 4.1 9.2
Intersection Summary
HCM 2010 Ctrl Delay 33.4
HCM 2010 LOS C
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 1209 125 0 0 0 0 1120 773 129 1403 0
Future Volume (veh/h) 139 1209 125 0 0 0 0 1120 773 129 1403 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1883 1900 0 1863 1881 1881 1863 0
Adj Flow Rate, veh/h 145 1259 130 0 1167 805 134 2046 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 1 1 1 0 2 1 1 2 0
Cap, veh/h 524 1384 143 0 1881 849 262 2178 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.10 1.00 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 1792 3632 0
Grp Volume(v), veh/h 145 911 478 0 1167 805 134 2046 0
Grp Sat Flow(s),veh/h/ln 1792 1713 1796 0 1770 1598 1792 1770 0
Q Serve(g_s), s 8.1 33.3 33.3 0.0 0.0 0.0 4.4 0.0 0.0
Cycle Q Clear(g_c), s 8.1 33.3 33.3 0.0 0.0 0.0 4.4 0.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 524 1002 525 0 1881 849 262 2178 0
V/C Ratio(X) 0.28 0.91 0.91 0.00 0.62 0.95 0.51 0.94 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 1881 849 332 2178 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.64 0.64 0.40 0.40 0.00
Uniform Delay (d), s/veh 35.4 44.4 44.4 0.0 0.0 0.0 10.9 0.0 0.0
Incr Delay (d2), s/veh 0.3 11.2 18.7 0.0 1.0 15.0 0.2 4.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 17.4 19.3 0.0 0.3 3.5 2.1 1.3 0.0
LnGrp Delay(d),s/veh 35.7 55.5 63.0 0.0 1.0 15.0 11.2 4.4 0.0
LnGrp LOS D E E A B B A
Approach Vol, veh/h 1534 1972 2180
Approach Delay, s/veh 56.0 6.7 4.9
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 10.9 75.1 44.0 86.0
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 11.5 62.0 40.0 78.0
Max Q Clear Time (g_c+I1), s 6.4 2.0 35.3 2.0
Green Ext Time (p_c), s 0.1 43.9 2.7 51.6
Intersection Summary
HCM 2010 Ctrl Delay 19.3
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 181 222 97 201 243 118 0 1565 175 49 1343 122
Future Volume (veh/h) 181 222 97 201 243 118 0 1565 175 49 1343 122
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1881 1900 1863 1881 1900 0 1845 1881 1900 1863 1881
Adj Flow Rate, veh/h 193 236 103 214 259 126 0 1665 186 52 1429 130
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 2 1 0 2 1 0 0 3 1 0 2 1
Cap, veh/h 264 378 322 254 299 255 0 1963 896 138 2174 981
Arrive On Green 0.10 0.20 0.20 0.06 0.16 0.16 0.00 0.56 0.56 0.05 1.00 1.00
Sat Flow, veh/h 1774 1881 1603 1774 1881 1600 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 193 236 103 214 259 126 0 1665 186 52 1429 130
Grp Sat Flow(s),veh/h/ln 1774 1881 1603 1774 1881 1600 0 1752 1599 1810 1770 1598
Q Serve(g_s), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 51.7 7.5 1.6 0.0 0.0
Cycle Q Clear(g_c), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 51.7 7.5 1.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 264 378 322 254 299 255 0 1963 896 138 2174 981
V/C Ratio(X) 0.73 0.62 0.32 0.84 0.87 0.49 0.00 0.85 0.21 0.38 0.66 0.13
Avail Cap(c_a), veh/h 271 434 370 254 347 295 0 1963 896 208 2174 981
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.80 0.80 0.80
Uniform Delay (d), s/veh 39.8 47.4 44.3 50.1 53.3 49.9 0.0 23.9 14.2 24.1 0.0 0.0
Incr Delay (d2), s/veh 8.2 2.2 0.6 20.9 17.9 1.5 0.0 4.8 0.5 0.5 1.3 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.2 8.0 3.2 5.2 10.6 4.2 0.0 26.3 3.4 1.0 0.4 0.1
LnGrp Delay(d),s/veh 48.0 49.6 44.9 70.9 71.2 51.4 0.0 28.7 14.8 24.6 1.3 0.2
LnGrp LOS D D D E E D C B C A A
Approach Vol, veh/h 532 599 1851 1611
Approach Delay, s/veh 48.1 66.9 27.3 1.9
Approach LOS D E C A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 78.8 12.0 32.1 85.9 17.5 26.7
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 30.0 76.0 14.0 24.0
Max Q Clear Time (g_c+I1), s 3.6 53.7 10.0 16.9 2.0 13.5 19.5
Green Ext Time (p_c), s 0.0 9.0 0.0 2.1 36.8 0.0 1.2
Intersection Summary
HCM 2010 Ctrl Delay 26.0
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 604 266 148 64 112 67 65 1183 31 91 1330 265
Future Volume (veh/h) 604 266 148 64 112 67 65 1183 31 91 1330 265
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1900 1863 1900 1879 1900 1810 1846 1900 1863 1863 1881
Adj Flow Rate, veh/h 649 286 159 69 120 72 70 1272 33 98 1430 285
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 1 0 2 0 0 0 5 3 3 2 2 1
Cap, veh/h 701 707 648 175 262 147 140 1399 36 123 1529 1012
Arrive On Green 0.20 0.37 0.37 0.12 0.12 0.12 0.04 0.40 0.40 0.07 0.43 0.43
Sat Flow, veh/h 3476 1900 1578 955 2198 1233 1723 3493 91 1774 3539 1596
Grp Volume(v), veh/h 649 286 159 69 96 96 70 638 667 98 1430 285
Grp Sat Flow(s),veh/h/ln 1738 1900 1578 955 1785 1646 1723 1754 1830 1774 1770 1596
Q Serve(g_s), s 21.5 13.1 7.8 8.1 5.9 6.4 2.8 40.2 40.3 6.4 45.2 9.3
Cycle Q Clear(g_c), s 21.5 13.1 7.8 8.1 5.9 6.4 2.8 40.2 40.3 6.4 45.2 9.3
Prop In Lane 1.00 1.00 1.00 0.75 1.00 0.05 1.00 1.00
Lane Grp Cap(c), veh/h 701 707 648 175 213 196 140 703 733 123 1529 1012
V/C Ratio(X) 0.93 0.40 0.25 0.39 0.45 0.49 0.50 0.91 0.91 0.79 0.94 0.28
Avail Cap(c_a), veh/h 711 891 801 265 380 351 427 703 733 272 1529 1012
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.0 27.2 22.7 49.1 48.1 48.3 28.2 33.1 33.1 53.7 31.8 9.6
Incr Delay (d2), s/veh 18.0 0.4 0.2 1.4 1.5 1.9 2.7 17.8 17.3 10.8 12.0 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.0 6.9 3.4 2.2 3.0 3.0 1.4 23.0 23.9 3.5 24.6 4.3
LnGrp Delay(d),s/veh 63.9 27.6 22.9 50.5 49.6 50.2 30.9 50.9 50.5 64.6 43.8 10.3
LnGrp LOS E C C D D D C D D E D B
Approach Vol, veh/h 1094 261 1375 1813
Approach Delay, s/veh 48.5 50.1 49.7 39.6
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.5 57.2 29.7 20.0 14.2 53.5 49.6
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.8 47.2 23.5 10.1 8.4 42.3 15.1
Green Ext Time (p_c), s 0.1 0.0 0.2 3.4 0.1 4.5 4.2
Intersection Summary
HCM 2010 Ctrl Delay 45.4
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 35 80 13 57 83 10 26 1256 122 38 1504 45
Future Volume (veh/h) 35 80 13 57 83 10 26 1256 122 38 1504 45
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1837 1900 1900 1807 1900 1900 1860 1900 1900 1863 1900
Adj Flow Rate, veh/h 37 84 14 60 87 11 27 1322 128 40 1583 47
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 4 4 0 3 3 0 2 2 0 2 2
Cap, veh/h 242 229 38 243 235 30 233 2165 209 273 2332 69
Arrive On Green 0.15 0.15 0.15 0.15 0.15 0.15 0.66 0.66 0.66 0.66 0.66 0.66
Sat Flow, veh/h 1312 1534 256 1312 1572 199 314 3256 314 373 3507 104
Grp Volume(v), veh/h 37 0 98 60 0 98 27 715 735 40 797 833
Grp Sat Flow(s),veh/h/ln 1312 0 1790 1312 0 1771 314 1767 1804 373 1770 1842
Q Serve(g_s), s 1.7 0.0 3.2 2.8 0.0 3.2 3.7 14.7 14.9 4.4 17.7 17.9
Cycle Q Clear(g_c), s 4.9 0.0 3.2 6.0 0.0 3.2 21.6 14.7 14.9 19.3 17.7 17.9
Prop In Lane 1.00 0.14 1.00 0.11 1.00 0.17 1.00 0.06
Lane Grp Cap(c), veh/h 242 0 267 243 0 265 233 1175 1200 273 1177 1225
V/C Ratio(X) 0.15 0.00 0.37 0.25 0.00 0.37 0.12 0.61 0.61 0.15 0.68 0.68
Avail Cap(c_a), veh/h 574 0 720 574 0 712 233 1175 1200 273 1177 1225
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.0 0.0 24.7 27.4 0.0 24.8 13.2 6.1 6.1 11.6 6.6 6.6
Incr Delay (d2), s/veh 0.3 0.0 0.8 0.5 0.0 0.9 1.0 2.4 2.3 1.1 3.1 3.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.0 1.6 1.0 0.0 1.6 0.4 7.7 7.9 0.5 9.4 9.8
LnGrp Delay(d),s/veh 27.3 0.0 25.6 28.0 0.0 25.6 14.3 8.4 8.5 12.7 9.7 9.7
LnGrp LOS C C C C B A A B A A
Approach Vol, veh/h 135 158 1477 1670
Approach Delay, s/veh 26.0 26.5 8.6 9.8
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 15.7 49.0 15.7
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 21.3 8.0 23.6 6.9
Green Ext Time (p_c), s 19.8 1.3 17.8 1.3
Intersection Summary
HCM 2010 Ctrl Delay 10.7
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 89 90 178 18 56 16 90 166 30 14 227 83
Future Volume (veh/h) 89 90 178 18 56 16 90 166 30 14 227 83
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 1.00 0.97 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1886 1900 1900 1877 1900 1900 1872 1900 1900 1887 1900
Adj Flow Rate, veh/h 96 97 191 19 60 17 97 178 32 15 244 89
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 2 2 2 2 2 2 1 1 1
Cap, veh/h 167 144 233 130 356 89 286 498 82 77 654 230
Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.50 0.50 0.50 0.50 0.50 0.50
Sat Flow, veh/h 312 490 794 197 1212 303 409 987 162 28 1297 455
Grp Volume(v), veh/h 384 0 0 96 0 0 307 0 0 348 0 0
Grp Sat Flow(s),veh/h/ln 1596 0 0 1712 0 0 1558 0 0 1780 0 0
Q Serve(g_s), s 9.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 13.2 0.0 0.0 2.3 0.0 0.0 5.9 0.0 0.0 7.1 0.0 0.0
Prop In Lane 0.25 0.50 0.20 0.18 0.32 0.10 0.04 0.26
Lane Grp Cap(c), veh/h 545 0 0 576 0 0 866 0 0 961 0 0
V/C Ratio(X) 0.71 0.00 0.00 0.17 0.00 0.00 0.35 0.00 0.00 0.36 0.00 0.00
Avail Cap(c_a), veh/h 743 0 0 777 0 0 866 0 0 961 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.4 0.0 0.0 15.7 0.0 0.0 8.8 0.0 0.0 9.1 0.0 0.0
Incr Delay (d2), s/veh 1.9 0.0 0.0 0.1 0.0 0.0 1.1 0.0 0.0 1.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.0 0.0 0.0 1.2 0.0 0.0 3.3 0.0 0.0 3.8 0.0 0.0
LnGrp Delay(d),s/veh 21.3 0.0 0.0 15.8 0.0 0.0 9.9 0.0 0.0 10.1 0.0 0.0
LnGrp LOS C B A B
Approach Vol, veh/h 384 96 307 348
Approach Delay, s/veh 21.3 15.8 9.9 10.1
Approach LOS C B A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 23.5 36.0 23.5
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 9.1 4.3 7.9 15.2
Green Ext Time (p_c), s 4.4 3.1 4.4 2.2
Intersection Summary
HCM 2010 Ctrl Delay 14.3
HCM 2010 LOS B
Intersection
Int Delay, s/veh 3.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 2 9 28 0 130 1 454 44 93 457 1
Future Vol, veh/h 3 2 9 28 0 130 1 454 44 93 457 1
Conflicting Peds, #/hr 5 0 18 18 0 5 20 0 42 42 0 20
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 9 29 0 137 1 478 46 98 481 1
Approach EB WB NB SB
HCM Control Delay, s 21.4 19.7 0 1.5
HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1055 - - 234 123 510 1006 - -
HCM Lane V/C Ratio 0.001 - - 0.063 0.24 0.268 0.097 - -
HCM Control Delay (s) 8.4 0 - 21.4 43.3 14.6 9 0 -
HCM Lane LOS A A - C E B A A -
HCM 95th %tile Q(veh) 0 - - 0.2 0.9 1.1 0.3 - -
Intersection
Int Delay, s/veh 2.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 44 138 470 18 35 459
Future Vol, veh/h 44 138 470 18 35 459
Conflicting Peds, #/hr 0 0 0 3 3 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 1 3 0 3 2
Mvmt Flow 46 145 495 19 37 483
Approach WB NB SB
HCM Control Delay, s 15.6 0 0.6
HCM LOS C
Intersection
Int Delay, s/veh 4.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 74 143 624 143 118 652
Future Vol, veh/h 74 143 624 143 118 652
Conflicting Peds, #/hr 0 0 0 2 2 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 96 96 96 96 96 96
Heavy Vehicles, % 0 1 2 2 1 2
Mvmt Flow 77 149 650 149 123 679
Approach WB NB SB
HCM Control Delay, s 31 0 1.5
HCM LOS D
Intersection
Int Delay, s/veh 0.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 34 16 759 3 9 745
Future Vol, veh/h 34 16 759 3 9 745
Conflicting Peds, #/hr 0 0 0 3 3 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 98 98 98 98 98 98
Heavy Vehicles, % 0 0 1 0 13 1
Mvmt Flow 35 16 774 3 9 760
Approach WB NB SB
HCM Control Delay, s 17.2 0 0.1
HCM LOS C
Intersection
Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 16 3 16 24 0 9 9 737 18 3 766 5
Future Vol, veh/h 16 3 16 24 0 9 9 737 18 3 766 5
Conflicting Peds, #/hr 0 0 0 0 0 0 6 0 1 1 0 6
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 16 3 16 25 0 9 9 760 19 3 790 5
Approach EB WB NB SB
HCM Control Delay, s 41.5 57 0.1 0
HCM LOS E F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 831 - - 134 102 847 - -
HCM Lane V/C Ratio 0.011 - - 0.269 0.334 0.004 - -
HCM Control Delay (s) 9.4 - - 41.5 57 9.3 - -
HCM Lane LOS A - - E F A - -
HCM 95th %tile Q(veh) 0 - - 1 1.3 0 - -
Intersection
Int Delay, s/veh 2.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 145 1 782 12 98 763 0
Future Vol, veh/h 0 0 1 5 1 145 1 782 12 98 763 0
Conflicting Peds, #/hr 1 0 0 0 0 1 7 0 9 9 0 7
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 153 1 823 13 103 803 0
Approach EB WB NB SB
HCM Control Delay, s 14.5 19.9 0 1.2
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 825 - - 380 399 794 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.398 0.13 - -
HCM Control Delay (s) 9.4 0 - 14.5 19.9 10.2 - -
HCM Lane LOS A A - B C B - -
HCM 95th %tile Q(veh) 0 - - 0 1.9 0.4 - -
Intersection
Int Delay, s/veh 1.5
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 4 115 118 12 36 2
Future Vol, veh/h 4 115 118 12 36 2
Conflicting Peds, #/hr 2 0 0 2 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 83 83 83 83 83 83
Heavy Vehicles, % 0 0 0 0 0 2
Mvmt Flow 5 139 142 14 43 2
Approach EB WB SB
HCM Control Delay, s 0.3 0 10.7
HCM LOS B
Zone Summary
Zone wide Queuing Penalty: 83
Zone Summary
Zone wide Queuing Penalty: 1658
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 138 0 315 0 0 0 359 702 0 0 835 144
Future Volume (veh/h) 138 0 315 0 0 0 359 702 0 0 835 144
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1863 1881 1863 1881 0 0 1863 1900
Adj Flow Rate, veh/h 141 0 321 366 716 0 0 852 147
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Percent Heavy Veh, % 3 2 1 2 1 0 0 2 2
Cap, veh/h 315 334 424 557 1380 0 0 938 162
Arrive On Green 0.18 0.00 0.18 0.09 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1586 1774 1881 0 0 1542 266
Grp Volume(v), veh/h 141 0 321 366 716 0 0 0 999
Grp Sat Flow(s),veh/h/ln 1757 1863 1586 1774 1881 0 0 0 1808
Q Serve(g_s), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.15
Lane Grp Cap(c), veh/h 315 334 424 557 1380 0 0 0 1100
V/C Ratio(X) 0.45 0.00 0.76 0.66 0.52 0.00 0.00 0.00 0.91
Avail Cap(c_a), veh/h 315 334 424 557 1380 0 0 0 1100
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 44.0 0.0 40.5 6.3 6.9 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 7.7 2.8 0.5 0.0 0.0 0.0 12.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.3 0.0 19.4 4.7 10.3 0.0 0.0 0.0 3.8
LnGrp Delay(d),s/veh 45.0 0.0 48.1 9.1 7.4 0.0 0.0 0.0 12.5
LnGrp LOS D D A A B
Approach Vol, veh/h 462 1082 999
Approach Delay, s/veh 47.1 8.0 12.5
Approach LOS D A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.0 79.0 26.0 94.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 10.5 73.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 11.0 2.0 23.5 21.7
Green Ext Time (p_c), s 0.0 32.4 0.0 31.5
Intersection Summary
HCM 2010 Ctrl Delay 16.8
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 48 128 43 99 126 56 0 703 129 0 534 76
Future Volume (veh/h) 48 128 43 99 126 56 0 703 129 0 534 76
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.82 1.00 0.93 1.00 0.92
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1845 1900 1881 1887 1900 0 1845 1900 0 1881 1792
Adj Flow Rate, veh/h 53 142 0 110 140 62 0 781 143 0 593 84
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 3 3 1 1 1 0 3 0 0 1 6
Cap, veh/h 409 426 0 413 266 118 0 568 461 0 579 433
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1845 0 1792 1153 511 0 1845 1500 0 1881 1407
Grp Volume(v), veh/h 53 142 0 110 0 202 0 781 143 0 593 84
Grp Sat Flow(s),veh/h/ln 1774 1845 0 1792 0 1664 0 1845 1500 0 1881 1407
Q Serve(g_s), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 24.0 5.7 0.0 24.0 3.4
Cycle Q Clear(g_c), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 24.0 5.7 0.0 24.0 3.4
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
V/C Ratio(X) 0.13 0.33 0.00 0.27 0.00 0.53 0.00 1.38 0.31 0.00 1.02 0.19
Avail Cap(c_a), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.8 25.0 0.0 24.6 0.0 26.3 0.0 27.0 20.7 0.0 27.0 19.9
Incr Delay (d2), s/veh 0.7 2.1 0.0 1.6 0.0 5.1 0.0 180.1 1.7 0.0 43.8 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 2.8 0.0 2.1 0.0 4.4 0.0 40.5 2.6 0.0 19.4 1.5
LnGrp Delay(d),s/veh 24.4 27.1 0.0 26.2 0.0 31.3 0.0 207.1 22.4 0.0 70.8 20.9
LnGrp LOS C C C C F C F C
Approach Vol, veh/h 195 312 924 677
Approach Delay, s/veh 26.4 29.5 178.5 64.6
Approach LOS C C F E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 105.8
HCM 2010 LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 108 0 306 0 0 0 335 530 0 0 521 113
Future Volume (veh/h) 108 0 306 0 0 0 335 530 0 0 521 113
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1792 1900 1863 1900 1881 0 0 1860 1900
Adj Flow Rate, veh/h 110 0 312 342 541 0 0 532 115
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 6 0 2 0 1 0 0 2 2
Cap, veh/h 306 340 421 706 1380 0 0 891 193
Arrive On Green 0.18 0.00 0.18 0.09 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1544 1810 1881 0 0 1475 319
Grp Volume(v), veh/h 110 0 312 342 541 0 0 0 647
Grp Sat Flow(s),veh/h/ln 1707 1900 1544 1810 1881 0 0 0 1793
Q Serve(g_s), s 6.8 0.0 21.5 8.0 12.9 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.8 0.0 21.5 8.0 12.9 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
Lane Grp Cap(c), veh/h 306 340 421 706 1380 0 0 0 1084
V/C Ratio(X) 0.36 0.00 0.74 0.48 0.39 0.00 0.00 0.00 0.60
Avail Cap(c_a), veh/h 306 340 421 880 1380 0 0 0 1084
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 43.2 0.0 40.0 6.1 6.0 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.7 0.0 6.8 0.5 0.2 0.0 0.0 0.0 2.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.3 0.0 18.7 4.0 6.7 0.0 0.0 0.0 0.7
LnGrp Delay(d),s/veh 43.9 0.0 46.8 6.7 6.2 0.0 0.0 0.0 2.4
LnGrp LOS D D A A A
Approach Vol, veh/h 422 883 647
Approach Delay, s/veh 46.1 6.4 2.4
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.5 78.5 26.0 94.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 22.5 61.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 10.0 2.0 23.5 14.9
Green Ext Time (p_c), s 0.9 11.3 0.0 11.4
Intersection Summary
HCM 2010 Ctrl Delay 13.6
HCM 2010 LOS B
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 81 701 237 143 554 419 192 1066 99 465 1315 21
Future Volume (veh/h) 81 701 237 143 554 419 192 1066 99 465 1315 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1810 1872 1900 1863 1852 1900 1845 1846 1900 1881 1844 1900
Adj Flow Rate, veh/h 84 723 244 147 571 432 198 1099 102 479 1356 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 5 1 1 2 3 3 3 3 3 1 3 3
Cap, veh/h 150 740 250 197 590 446 227 1027 95 533 1203 20
Arrive On Green 0.05 0.28 0.28 0.07 0.31 0.31 0.13 0.32 0.32 0.15 0.34 0.34
Sat Flow, veh/h 1723 2598 877 1774 1894 1433 1757 3245 301 3476 3528 57
Grp Volume(v), veh/h 84 495 472 147 531 472 198 594 607 479 673 705
Grp Sat Flow(s),veh/h/ln 1723 1778 1697 1774 1760 1567 1757 1754 1792 1738 1752 1833
Q Serve(g_s), s 4.1 33.1 33.1 6.9 35.7 35.7 13.3 38.0 38.0 16.2 40.9 40.9
Cycle Q Clear(g_c), s 4.1 33.1 33.1 6.9 35.7 35.7 13.3 38.0 38.0 16.2 40.9 40.9
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.17 1.00 0.03
Lane Grp Cap(c), veh/h 150 507 484 197 548 488 227 555 567 533 598 625
V/C Ratio(X) 0.56 0.98 0.98 0.75 0.97 0.97 0.87 1.07 1.07 0.90 1.13 1.13
Avail Cap(c_a), veh/h 175 507 484 206 548 488 293 555 567 550 598 625
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.30 0.30 0.30
Uniform Delay (d), s/veh 32.9 42.5 42.5 31.5 40.7 40.7 51.3 41.0 41.0 49.9 39.5 39.5
Incr Delay (d2), s/veh 1.2 34.6 35.5 11.6 31.4 33.7 20.0 57.9 58.1 6.2 64.0 64.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.0 21.1 20.2 4.0 22.0 19.9 7.7 27.3 27.9 8.2 30.4 31.8
LnGrp Delay(d),s/veh 34.1 77.1 78.0 43.0 72.2 74.4 71.3 98.9 99.1 56.1 103.5 103.7
LnGrp LOS C E E D E E E F F E F F
Approach Vol, veh/h 1051 1150 1399 1857
Approach Delay, s/veh 74.0 69.4 95.1 91.4
Approach LOS E E F F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 13.4 40.2 19.5 46.9 10.2 43.4 22.4 44.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 9.5 33.0 20.0 37.0 7.5 35.0 19.0 38.0
Max Q Clear Time (g_c+I1), s 8.9 35.1 15.3 42.9 6.1 37.7 18.2 40.0
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.0 0.0 0.2 0.0
Intersection Summary
HCM 2010 Ctrl Delay 84.3
HCM 2010 LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 647 1307 43 192 1393 0 0 1133 76
Future Volume (veh/h) 0 0 0 647 1307 43 192 1393 0 0 1133 76
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1882 1900 1845 1863 0 0 1865 1900
Adj Flow Rate, veh/h 489 2123 45 202 1466 0 0 1193 80
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 1 1 1 3 2 0 0 2 2
Cap, veh/h 608 2485 53 325 1987 0 0 1270 85
Arrive On Green 0.34 0.34 0.34 0.14 0.56 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7317 155 1757 3632 0 0 3462 226
Grp Volume(v), veh/h 489 1638 530 202 1466 0 0 627 646
Grp Sat Flow(s),veh/h/ln 1792 1882 1827 1757 1770 0 0 1772 1823
Q Serve(g_s), s 32.2 35.1 35.1 7.7 40.3 0.0 0.0 38.7 39.0
Cycle Q Clear(g_c), s 32.2 35.1 35.1 7.7 40.3 0.0 0.0 38.7 39.0
Prop In Lane 1.00 0.08 1.00 0.00 0.00 0.12
Lane Grp Cap(c), veh/h 608 1917 621 325 1987 0 0 668 687
V/C Ratio(X) 0.80 0.85 0.85 0.62 0.74 0.00 0.00 0.94 0.94
Avail Cap(c_a), veh/h 620 1954 633 345 1987 0 0 668 687
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.55 0.55 0.00 0.00 0.84 0.84
Uniform Delay (d), s/veh 39.0 39.9 39.9 49.5 21.3 0.0 0.0 14.7 14.8
Incr Delay (d2), s/veh 7.9 4.0 11.3 1.2 1.4 0.0 0.0 20.0 19.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.2 18.9 19.6 6.8 19.9 0.0 0.0 21.8 22.5
LnGrp Delay(d),s/veh 46.9 44.0 51.2 50.7 22.7 0.0 0.0 34.8 34.7
LnGrp LOS D D D D C C C
Approach Vol, veh/h 2657 1668 1273
Approach Delay, s/veh 45.9 26.1 34.7
Approach LOS D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 79.0 24.0 55.0 50.1
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 73.0 19.5 * 49 45.0
Max Q Clear Time (g_c+I1), s 42.3 9.7 41.0 37.1
Green Ext Time (p_c), s 8.3 5.0 3.2 7.0
Intersection Summary
HCM 2010 Ctrl Delay 37.5
HCM 2010 LOS D
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 1209 125 0 0 0 0 1388 956 129 1650 0
Future Volume (veh/h) 139 1209 125 0 0 0 0 1388 956 129 1650 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1883 1900 0 1863 1881 1881 1863 0
Adj Flow Rate, veh/h 145 1259 130 0 1446 996 134 2406 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 1 1 1 0 2 1 1 2 0
Cap, veh/h 524 1384 143 0 1884 851 217 2178 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.06 0.82 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 1792 3632 0
Grp Volume(v), veh/h 145 911 478 0 1446 996 134 2406 0
Grp Sat Flow(s),veh/h/ln 1792 1713 1796 0 1770 1598 1792 1770 0
Q Serve(g_s), s 8.1 33.3 33.3 0.0 0.0 0.0 4.3 80.0 0.0
Cycle Q Clear(g_c), s 8.1 33.3 33.3 0.0 0.0 0.0 4.3 80.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 524 1002 525 0 1884 851 217 2178 0
V/C Ratio(X) 0.28 0.91 0.91 0.00 0.77 1.17 0.62 1.10 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 1884 851 288 2178 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.33 1.33 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.45 0.45 0.14 0.14 0.00
Uniform Delay (d), s/veh 35.4 44.4 44.4 0.0 0.0 0.0 11.5 11.8 0.0
Incr Delay (d2), s/veh 0.3 11.2 18.7 0.0 1.4 83.0 0.2 48.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 17.4 19.3 0.0 0.4 19.6 2.1 51.9 0.0
LnGrp Delay(d),s/veh 35.7 55.5 63.0 0.0 1.4 83.0 11.7 60.1 0.0
LnGrp LOS D E E A F B F
Approach Vol, veh/h 1534 2442 2540
Approach Delay, s/veh 56.0 34.7 57.5
Approach LOS E C E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 10.8 75.2 44.0 86.0
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 11.5 62.0 40.0 78.0
Max Q Clear Time (g_c+I1), s 6.3 2.0 35.3 82.0
Green Ext Time (p_c), s 0.1 53.5 2.7 0.0
Intersection Summary
HCM 2010 Ctrl Delay 48.6
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 181 222 97 233 243 118 0 2016 217 49 1590 122
Future Volume (veh/h) 181 222 97 233 243 118 0 2016 217 49 1590 122
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1881 1900 1863 1881 1900 0 1845 1881 1900 1863 1881
Adj Flow Rate, veh/h 193 236 103 248 259 126 0 2145 231 52 1691 130
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 2 1 0 2 1 0 0 3 1 0 2 1
Cap, veh/h 264 378 322 254 299 255 0 1963 896 97 2174 981
Arrive On Green 0.10 0.20 0.20 0.06 0.16 0.16 0.00 0.56 0.56 0.05 1.00 1.00
Sat Flow, veh/h 1774 1881 1603 1774 1881 1600 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 193 236 103 248 259 126 0 2145 231 52 1691 130
Grp Sat Flow(s),veh/h/ln 1774 1881 1603 1774 1881 1600 0 1752 1599 1810 1770 1598
Q Serve(g_s), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Cycle Q Clear(g_c), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 264 378 322 254 299 255 0 1963 896 97 2174 981
V/C Ratio(X) 0.73 0.62 0.32 0.98 0.87 0.49 0.00 1.09 0.26 0.53 0.78 0.13
Avail Cap(c_a), veh/h 271 434 370 254 347 295 0 1963 896 167 2174 981
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.70 0.70 0.70
Uniform Delay (d), s/veh 39.8 47.4 44.3 52.1 53.3 49.9 0.0 28.6 14.7 31.5 0.0 0.0
Incr Delay (d2), s/veh 8.2 2.2 0.6 49.6 17.9 1.5 0.0 50.5 0.7 1.2 2.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.2 8.0 3.2 8.5 10.6 4.2 0.0 48.7 4.4 1.1 0.6 0.1
LnGrp Delay(d),s/veh 48.0 49.6 44.9 101.7 71.2 51.4 0.0 79.1 15.4 32.7 2.0 0.2
LnGrp LOS D D D F E D F B C A A
Approach Vol, veh/h 532 633 2376 1873
Approach Delay, s/veh 48.1 79.2 72.9 2.7
Approach LOS D E E A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 78.8 12.0 32.1 85.9 17.5 26.7
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 30.0 76.0 14.0 24.0
Max Q Clear Time (g_c+I1), s 3.6 74.8 10.0 16.9 2.0 13.5 19.5
Green Ext Time (p_c), s 0.0 0.0 0.0 2.1 54.3 0.0 1.2
Intersection Summary
HCM 2010 Ctrl Delay 46.9
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 841 252 277 64 109 67 106 1379 31 91 1303 377
Future Volume (veh/h) 841 252 277 64 109 67 106 1379 31 91 1303 377
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1900 1863 1900 1900 1845 1810 1846 1900 1863 1863 1881
Adj Flow Rate, veh/h 904 271 298 69 117 72 114 1483 33 98 1401 405
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 1 0 2 0 0 3 5 3 3 2 2 1
Cap, veh/h 702 721 688 169 241 197 163 1387 31 123 1446 974
Arrive On Green 0.20 0.38 0.38 0.13 0.13 0.13 0.06 0.40 0.40 0.07 0.41 0.41
Sat Flow, veh/h 3476 1900 1578 852 1900 1553 1723 3507 78 1774 3539 1593
Grp Volume(v), veh/h 904 271 298 69 117 72 114 741 775 98 1401 405
Grp Sat Flow(s),veh/h/ln 1738 1900 1578 852 1900 1553 1723 1754 1832 1774 1770 1593
Q Serve(g_s), s 24.0 12.3 15.6 9.1 6.8 5.0 4.6 47.0 47.0 6.5 46.0 15.8
Cycle Q Clear(g_c), s 24.0 12.3 15.6 9.1 6.8 5.0 4.6 47.0 47.0 6.5 46.0 15.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 702 721 688 169 241 197 163 694 724 123 1446 974
V/C Ratio(X) 1.29 0.38 0.43 0.41 0.49 0.37 0.70 1.07 1.07 0.79 0.97 0.42
Avail Cap(c_a), veh/h 702 879 820 240 400 327 414 694 724 269 1446 974
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 47.4 26.7 23.3 49.3 48.3 47.5 28.4 35.9 35.9 54.5 34.4 12.1
Incr Delay (d2), s/veh 140.1 0.3 0.4 1.6 1.5 1.1 5.3 53.7 53.9 10.9 17.3 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 25.1 6.5 6.9 2.2 3.7 2.2 2.4 32.9 34.4 3.6 25.8 7.2
LnGrp Delay(d),s/veh 187.5 27.0 23.8 50.9 49.8 48.6 33.7 89.6 89.8 65.4 51.7 13.4
LnGrp LOS F C C D D D C F F E D B
Approach Vol, veh/h 1473 258 1630 1904
Approach Delay, s/veh 124.9 49.8 85.8 44.2
Approach LOS F D F D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 12.7 55.1 30.0 21.1 14.3 53.5 51.1
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 6.6 48.0 26.0 11.1 8.5 49.0 17.6
Green Ext Time (p_c), s 0.2 0.0 0.0 3.5 0.1 0.0 4.4
Intersection Summary
HCM 2010 Ctrl Delay 79.9
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 278 93 140 57 91 10 185 1256 122 38 1686 73
Future Volume (veh/h) 278 93 140 57 91 10 185 1256 122 38 1686 73
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1870 1900 1900 1810 1900 1900 1860 1900 1900 1863 1900
Adj Flow Rate, veh/h 293 98 147 60 96 11 195 1322 128 40 1775 77
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 4 4 0 3 3 0 2 2 0 2 2
Cap, veh/h 426 203 305 302 480 55 107 1779 172 179 1887 81
Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.55 0.55 0.55 0.55 0.55 0.55
Sat Flow, veh/h 1304 675 1013 1151 1595 183 253 3256 314 373 3453 149
Grp Volume(v), veh/h 293 0 245 60 0 107 195 715 735 40 904 948
Grp Sat Flow(s),veh/h/ln 1304 0 1688 1151 0 1777 253 1767 1804 373 1770 1833
Q Serve(g_s), s 17.0 0.0 9.3 3.5 0.0 3.5 4.7 24.3 24.6 7.2 37.3 38.3
Cycle Q Clear(g_c), s 20.5 0.0 9.3 12.9 0.0 3.5 43.0 24.3 24.6 31.8 37.3 38.3
Prop In Lane 1.00 0.60 1.00 0.10 1.00 0.17 1.00 0.08
Lane Grp Cap(c), veh/h 426 0 508 302 0 535 107 965 986 179 967 1001
V/C Ratio(X) 0.69 0.00 0.48 0.20 0.00 0.20 1.83 0.74 0.75 0.22 0.93 0.95
Avail Cap(c_a), veh/h 464 0 558 335 0 587 107 965 986 179 967 1001
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 28.1 0.0 22.5 27.7 0.0 20.4 39.0 13.6 13.7 25.8 16.5 16.8
Incr Delay (d2), s/veh 3.8 0.0 0.7 0.3 0.0 0.2 407.1 5.1 5.1 2.9 16.9 18.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.6 0.0 4.5 1.1 0.0 1.8 14.3 13.1 13.5 0.9 22.4 24.0
LnGrp Delay(d),s/veh 31.9 0.0 23.2 28.1 0.0 20.6 446.1 18.7 18.8 28.7 33.4 35.0
LnGrp LOS C C C C F B B C C D
Approach Vol, veh/h 538 167 1645 1892
Approach Delay, s/veh 27.9 23.3 69.4 34.1
Approach LOS C C E C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 29.7 49.0 29.7
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 40.3 14.9 45.0 22.5
Green Ext Time (p_c), s 2.7 2.7 0.0 1.2
Intersection Summary
HCM 2010 Ctrl Delay 46.6
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 95 90 185 18 56 16 94 166 30 14 227 87
Future Volume (veh/h) 95 90 185 18 56 16 94 166 30 14 227 87
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 0.97 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1886 1900 1900 1877 1900 1900 1872 1900 1900 1887 1900
Adj Flow Rate, veh/h 102 97 199 19 60 17 101 178 32 15 244 94
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 2 2 2 2 2 2 1 1 1
Cap, veh/h 173 142 239 131 361 91 290 485 80 76 635 236
Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.50 0.50 0.50 0.50 0.50 0.50
Sat Flow, veh/h 324 471 795 197 1201 301 422 971 160 27 1272 472
Grp Volume(v), veh/h 398 0 0 96 0 0 311 0 0 353 0 0
Grp Sat Flow(s),veh/h/ln 1591 0 0 1699 0 0 1554 0 0 1771 0 0
Q Serve(g_s), s 10.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 13.9 0.0 0.0 2.3 0.0 0.0 6.1 0.0 0.0 7.4 0.0 0.0
Prop In Lane 0.26 0.50 0.20 0.18 0.32 0.10 0.04 0.27
Lane Grp Cap(c), veh/h 554 0 0 583 0 0 855 0 0 947 0 0
V/C Ratio(X) 0.72 0.00 0.00 0.16 0.00 0.00 0.36 0.00 0.00 0.37 0.00 0.00
Avail Cap(c_a), veh/h 734 0 0 766 0 0 855 0 0 947 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.4 0.0 0.0 15.5 0.0 0.0 9.1 0.0 0.0 9.4 0.0 0.0
Incr Delay (d2), s/veh 2.3 0.0 0.0 0.1 0.0 0.0 1.2 0.0 0.0 1.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.4 0.0 0.0 1.2 0.0 0.0 3.4 0.0 0.0 3.9 0.0 0.0
LnGrp Delay(d),s/veh 21.7 0.0 0.0 15.6 0.0 0.0 10.3 0.0 0.0 10.5 0.0 0.0
LnGrp LOS C B B B
Approach Vol, veh/h 398 96 311 353
Approach Delay, s/veh 21.7 15.6 10.3 10.5
Approach LOS C B B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 24.1 36.0 24.1
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 9.4 4.3 8.1 15.9
Green Ext Time (p_c), s 4.4 3.2 4.5 2.2
Intersection Summary
HCM 2010 Ctrl Delay 14.7
HCM 2010 LOS B
Intersection
Int Delay, s/veh 4.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 2 9 25 0 167 1 647 40 96 565 1
Future Vol, veh/h 3 2 9 25 0 167 1 647 40 96 565 1
Conflicting Peds, #/hr 5 0 18 18 0 5 20 0 42 42 0 20
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 9 26 0 176 1 681 42 101 595 1
Approach EB WB NB SB
HCM Control Delay, s 36.8 29.6 0 1.4
HCM LOS E D
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 957 - - 128 70 392 849 - -
HCM Lane V/C Ratio 0.001 - - 0.115 0.376 0.448 0.119 - -
HCM Control Delay (s) 8.8 0 - 36.8 84.6 21.4 9.8 0 -
HCM Lane LOS A A - E F C A A -
HCM 95th %tile Q(veh) 0 - - 0.4 1.4 2.3 0.4 - -
Intersection
Int Delay, s/veh 27.1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 164 269 518 108 123 476
Future Vol, veh/h 164 269 518 108 123 476
Conflicting Peds, #/hr 0 0 0 3 3 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 1 3 0 3 2
Mvmt Flow 173 283 545 114 129 501
Approach WB NB SB
HCM Control Delay, s 101.1 0 2
HCM LOS F
Intersection
Int Delay, s/veh 6.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 67 199 647 129 106 719
Future Vol, veh/h 67 199 647 129 106 719
Conflicting Peds, #/hr 0 0 0 2 2 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 96 96 96 96 96 96
Heavy Vehicles, % 0 1 2 2 1 2
Mvmt Flow 70 207 674 134 110 749
Approach WB NB SB
HCM Control Delay, s 40.7 0 1.3
HCM LOS E
Intersection
Int Delay, s/veh 5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 166 54 742 70 35 785
Future Vol, veh/h 166 54 742 70 35 785
Conflicting Peds, #/hr 0 0 0 3 3 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 98 98 98 98 98 98
Heavy Vehicles, % 0 0 1 0 13 1
Mvmt Flow 169 55 757 71 36 801
Approach WB NB SB
HCM Control Delay, s 40.7 0 0.4
HCM LOS E
Intersection
Int Delay, s/veh 6.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 16 3 16 39 0 8 9 787 46 30 914 5
Future Vol, veh/h 16 3 16 39 0 8 9 787 46 30 914 5
Conflicting Peds, #/hr 0 0 0 0 0 0 6 0 1 1 0 6
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 16 3 16 40 0 8 9 811 47 31 942 5
Approach EB WB NB SB
HCM Control Delay, s 74.2 193.5 0.1 0.3
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 729 - - 86 57 790 - -
HCM Lane V/C Ratio 0.013 - - 0.42 0.85 0.039 - -
HCM Control Delay (s) 10 - - 74.2 193.5 9.7 - -
HCM Lane LOS B - - F F A - -
HCM 95th %tile Q(veh) 0 - - 1.7 3.8 0.1 - -
Intersection
Int Delay, s/veh 6.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Future Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Conflicting Peds, #/hr 1 0 0 0 0 1 7 0 9 9 0 7
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 273 1 907 13 179 977 0
Approach EB WB NB SB
HCM Control Delay, s 17 45.2 0 1.8
HCM LOS C E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 710 - - 302 351 738 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.795 0.242 - -
HCM Control Delay (s) 10.1 0 - 17 45.2 11.4 - -
HCM Lane LOS B A - C E B - -
HCM 95th %tile Q(veh) 0 - - 0 6.7 0.9 - -
Intersection
Int Delay, s/veh 115.7
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 76 115 118 206 415 116
Future Vol, veh/h 76 115 118 206 415 116
Conflicting Peds, #/hr 2 0 0 2 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 83 83 83 83 83 83
Heavy Vehicles, % 0 0 0 0 0 2
Mvmt Flow 92 139 142 248 500 140
Approach EB WB SB
HCM Control Delay, s 3.3 0 226.7
HCM LOS F
Intersection
Int Delay, s/veh 0.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 94 0 2287 1771 167
Future Vol, veh/h 0 94 0 2287 1771 167
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - -8 9 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 3 2 0
Mvmt Flow 0 101 0 2459 1904 180
Approach EB NB SB
HCM Control Delay, s 26.9 0 0
HCM LOS D
Intersection
Int Delay, s/veh 3401.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 50 300 150 200 100 292 50 113 300 776 390 50
Future Vol, veh/h 50 300 150 200 100 292 50 113 300 776 390 50
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - 150 - 200 - - 200 500 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0
Mvmt Flow 54 326 163 217 109 317 54 123 326 843 424 54
Approach EB WB NB SB
HCM Control Delay, s 0.8 3.1 $ 7750.1
HCM LOS - F
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2
Capacity (veh/h) - 648 1494 - - 1085 - - 32 169
HCM Lane V/C Ratio - 0.503 0.036 - - 0.2 - - 26.359 2.83
HCM Control Delay (s) - 16 7.5 0 - 9.1 - $ 11644.7$
- 881.5
HCM Lane LOS - C A A - A - - F F
HCM 95th %tile Q(veh) - 2.8 0.1 - - 0.7 - - 104.5 42.8
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Zone Summary
Zone wide Queuing Penalty: 1065
Zone Summary
Zone wide Queuing Penalty: 1065
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 138 0 315 0 0 0 359 702 0 0 835 144
Future Volume (veh/h) 138 0 315 0 0 0 359 702 0 0 835 144
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1863 1881 1863 1881 0 0 1863 1900
Adj Flow Rate, veh/h 141 0 321 366 716 0 0 852 147
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Percent Heavy Veh, % 3 2 1 2 1 0 0 2 2
Cap, veh/h 315 334 424 557 1380 0 0 938 162
Arrive On Green 0.18 0.00 0.18 0.09 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1586 1774 1881 0 0 1542 266
Grp Volume(v), veh/h 141 0 321 366 716 0 0 0 999
Grp Sat Flow(s),veh/h/ln 1757 1863 1586 1774 1881 0 0 0 1808
Q Serve(g_s), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.15
Lane Grp Cap(c), veh/h 315 334 424 557 1380 0 0 0 1100
V/C Ratio(X) 0.45 0.00 0.76 0.66 0.52 0.00 0.00 0.00 0.91
Avail Cap(c_a), veh/h 315 334 424 557 1380 0 0 0 1100
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 44.0 0.0 40.5 6.3 6.9 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 7.7 2.8 0.5 0.0 0.0 0.0 12.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.3 0.0 19.4 4.7 10.3 0.0 0.0 0.0 3.8
LnGrp Delay(d),s/veh 45.0 0.0 48.1 9.1 7.4 0.0 0.0 0.0 12.5
LnGrp LOS D D A A B
Approach Vol, veh/h 462 1082 999
Approach Delay, s/veh 47.1 8.0 12.5
Approach LOS D A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.0 79.0 26.0 94.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 10.5 73.0 21.5 88.0
Max Q Clear Time (g_c+I1), s 11.0 2.0 23.5 21.7
Green Ext Time (p_c), s 0.0 32.4 0.0 31.5
Intersection Summary
HCM 2010 Ctrl Delay 16.8
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 48 128 43 99 126 56 0 703 129 0 534 76
Future Volume (veh/h) 48 128 43 99 126 56 0 703 129 0 534 76
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.73 1.00 0.96 1.00 0.96
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1845 1900 1881 1887 1900 0 1845 1900 0 1881 1792
Adj Flow Rate, veh/h 53 142 0 110 140 62 0 781 143 0 593 84
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 3 3 1 1 1 0 3 0 0 1 6
Cap, veh/h 238 247 0 266 163 72 0 1047 881 0 1068 829
Arrive On Green 0.13 0.13 0.00 0.15 0.15 0.15 0.00 1.00 1.00 0.00 0.57 0.57
Sat Flow, veh/h 1774 1845 0 1792 1101 488 0 1845 1552 0 1881 1461
Grp Volume(v), veh/h 53 142 0 110 0 202 0 781 143 0 593 84
Grp Sat Flow(s),veh/h/ln 1774 1845 0 1792 0 1589 0 1845 1552 0 1881 1461
Q Serve(g_s), s 3.2 8.7 0.0 6.7 0.0 14.9 0.0 0.0 0.0 0.0 23.9 3.2
Cycle Q Clear(g_c), s 3.2 8.7 0.0 6.7 0.0 14.9 0.0 0.0 0.0 0.0 23.9 3.2
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 238 247 0 266 0 235 0 1047 881 0 1068 829
V/C Ratio(X) 0.22 0.57 0.00 0.41 0.00 0.86 0.00 0.75 0.16 0.00 0.56 0.10
Avail Cap(c_a), veh/h 266 277 0 284 0 252 0 1047 881 0 1068 829
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 46.4 48.7 0.0 46.4 0.0 49.9 0.0 0.0 0.0 0.0 16.4 11.9
Incr Delay (d2), s/veh 0.5 2.3 0.0 1.0 0.0 23.4 0.0 4.8 0.4 0.0 2.1 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.6 4.6 0.0 3.4 0.0 8.1 0.0 1.4 0.1 0.0 13.0 1.3
LnGrp Delay(d),s/veh 46.9 51.0 0.0 47.4 0.0 73.2 0.0 4.8 0.4 0.0 18.4 12.1
LnGrp LOS D D D E A A B B
Approach Vol, veh/h 195 312 924 677
Approach Delay, s/veh 49.9 64.1 4.1 17.7
Approach LOS D E A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 74.1 22.1 74.1 23.8
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 65.0 18.0 65.0 19.0
Max Q Clear Time (g_c+I1), s 25.9 10.7 2.0 16.9
Green Ext Time (p_c), s 15.0 0.5 16.8 0.3
Intersection Summary
HCM 2010 Ctrl Delay 21.6
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 108 0 306 0 0 0 335 530 0 0 521 113
Future Volume (veh/h) 108 0 306 0 0 0 335 530 0 0 521 113
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1792 1900 1863 1900 1881 0 0 1860 1900
Adj Flow Rate, veh/h 110 0 312 342 541 0 0 532 115
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 6 0 2 0 1 0 0 2 2
Cap, veh/h 277 309 405 725 1411 0 0 907 196
Arrive On Green 0.16 0.00 0.16 0.20 1.00 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1539 1810 1881 0 0 1475 319
Grp Volume(v), veh/h 110 0 312 342 541 0 0 0 647
Grp Sat Flow(s),veh/h/ln 1707 1900 1539 1810 1881 0 0 0 1793
Q Serve(g_s), s 6.9 0.0 19.5 8.8 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.9 0.0 19.5 8.8 0.0 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
Lane Grp Cap(c), veh/h 277 309 405 725 1411 0 0 0 1103
V/C Ratio(X) 0.40 0.00 0.77 0.47 0.38 0.00 0.00 0.00 0.59
Avail Cap(c_a), veh/h 277 309 405 888 1411 0 0 0 1103
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 0.67
Uniform Delay (d), s/veh 45.0 0.0 41.2 5.0 0.0 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.9 0.0 8.8 0.5 0.2 0.0 0.0 0.0 1.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.3 0.0 19.0 4.3 0.1 0.0 0.0 0.0 0.5
LnGrp Delay(d),s/veh 45.9 0.0 50.0 5.5 0.2 0.0 0.0 0.0 1.5
LnGrp LOS D D A A A
Approach Vol, veh/h 422 883 647
Approach Delay, s/veh 48.9 2.2 1.5
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 16.2 79.8 24.0 96.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 22.5 63.0 19.5 90.0
Max Q Clear Time (g_c+I1), s 10.8 2.0 21.5 2.0
Green Ext Time (p_c), s 0.9 11.3 0.0 11.5
Intersection Summary
HCM 2010 Ctrl Delay 12.1
HCM 2010 LOS B
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 81 701 237 143 554 419 192 1066 99 465 1315 21
Future Volume (veh/h) 81 701 237 143 554 419 192 1066 99 465 1315 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1810 1872 1900 1863 1852 1900 1845 1846 1900 1881 1844 1900
Adj Flow Rate, veh/h 84 723 244 147 571 432 198 1099 102 479 1356 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 5 1 1 2 3 3 3 3 3 1 3 3
Cap, veh/h 130 748 253 168 578 437 211 1207 112 487 1383 22
Arrive On Green 0.05 0.29 0.29 0.06 0.31 0.31 0.12 0.37 0.37 0.28 0.78 0.78
Sat Flow, veh/h 1723 2599 877 1774 1894 1433 1757 3245 301 3476 3528 57
Grp Volume(v), veh/h 84 495 472 147 531 472 198 594 607 479 673 705
Grp Sat Flow(s),veh/h/ln 1723 1778 1697 1774 1760 1567 1757 1754 1792 1738 1752 1833
Q Serve(g_s), s 5.1 41.2 41.2 8.8 45.0 45.0 16.8 48.2 48.3 20.5 53.7 54.0
Cycle Q Clear(g_c), s 5.1 41.2 41.2 8.8 45.0 45.0 16.8 48.2 48.3 20.5 53.7 54.0
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.17 1.00 0.03
Lane Grp Cap(c), veh/h 130 512 489 168 537 478 211 653 667 487 687 719
V/C Ratio(X) 0.65 0.97 0.97 0.87 0.99 0.99 0.94 0.91 0.91 0.98 0.98 0.98
Avail Cap(c_a), veh/h 137 512 489 168 537 478 211 655 669 487 689 721
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.13 0.13 0.13
Uniform Delay (d), s/veh 41.2 52.7 52.7 40.5 51.8 51.8 65.5 44.7 44.7 53.8 15.6 15.7
Incr Delay (d2), s/veh 6.9 32.2 33.1 35.2 35.9 38.3 45.1 16.8 16.7 11.2 8.3 8.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.7 24.8 23.8 5.9 27.2 24.5 10.8 26.3 26.9 10.6 26.3 27.5
LnGrp Delay(d),s/veh 48.1 84.9 85.8 75.8 87.8 90.1 110.5 61.5 61.4 65.1 23.9 23.9
LnGrp LOS D F F E F F F E E E C C
Approach Vol, veh/h 1051 1150 1399 1857
Approach Delay, s/veh 82.4 87.2 68.4 34.5
Approach LOS F F E C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.0 49.2 22.0 64.8 11.4 51.8 25.0 61.8
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 9.5 43.0 18.0 59.0 7.5 45.0 21.0 56.0
Max Q Clear Time (g_c+I1), s 10.8 43.2 18.8 56.0 7.1 47.0 22.5 50.3
Green Ext Time (p_c), s 0.0 0.0 0.0 2.8 0.0 0.0 0.0 5.2
Intersection Summary
HCM 2010 Ctrl Delay 63.5
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 647 1307 43 192 1393 0 0 1004 76
Future Volume (veh/h) 0 0 0 647 1307 43 192 1393 0 0 1004 76
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1882 1900 1845 1863 0 0 1865 1900
Adj Flow Rate, veh/h 489 2123 45 202 1466 0 0 1057 80
Adj No. of Lanes 1 4 0 2 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 1 1 1 3 2 0 0 2 2
Cap, veh/h 608 2485 53 472 1987 0 0 1258 95
Arrive On Green 0.34 0.34 0.34 0.14 0.56 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7317 155 3408 3632 0 0 3431 253
Grp Volume(v), veh/h 489 1638 530 202 1466 0 0 561 576
Grp Sat Flow(s),veh/h/ln 1792 1882 1827 1704 1770 0 0 1772 1818
Q Serve(g_s), s 32.2 35.1 35.1 7.1 40.3 0.0 0.0 27.6 27.7
Cycle Q Clear(g_c), s 32.2 35.1 35.1 7.1 40.3 0.0 0.0 27.6 27.7
Prop In Lane 1.00 0.08 1.00 0.00 0.00 0.14
Lane Grp Cap(c), veh/h 608 1917 621 472 1987 0 0 668 685
V/C Ratio(X) 0.80 0.85 0.85 0.43 0.74 0.00 0.00 0.84 0.84
Avail Cap(c_a), veh/h 620 1954 633 511 1987 0 0 668 685
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.73 0.73 0.00 0.00 0.84 0.84
Uniform Delay (d), s/veh 39.0 39.9 39.9 51.3 21.3 0.0 0.0 13.4 13.4
Incr Delay (d2), s/veh 7.9 4.0 11.3 0.2 1.8 0.0 0.0 10.4 10.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.2 18.9 19.6 3.3 20.0 0.0 0.0 14.7 15.1
LnGrp Delay(d),s/veh 46.9 44.0 51.2 51.5 23.2 0.0 0.0 23.7 23.6
LnGrp LOS D D D D C C C
Approach Vol, veh/h 2657 1668 1137
Approach Delay, s/veh 45.9 26.6 23.6
Approach LOS D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 79.0 24.0 55.0 50.1
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 73.0 19.5 * 49 45.0
Max Q Clear Time (g_c+I1), s 42.3 9.1 29.7 37.1
Green Ext Time (p_c), s 8.4 5.3 4.1 7.0
Intersection Summary
HCM 2010 Ctrl Delay 35.4
HCM 2010 LOS D
Notes
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 1209 125 0 0 0 0 1388 956 0 1650 0
Future Volume (veh/h) 139 1209 125 0 0 0 0 1388 956 0 1650 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1883 1900 0 1863 1881 0 1863 0
Adj Flow Rate, veh/h 145 1259 130 0 1446 996 0 2406 0
Adj No. of Lanes 1 3 0 0 2 1 0 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 1 1 1 0 2 1 0 2 0
Cap, veh/h 524 1384 143 0 2178 984 0 2178 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.00 0.82 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 0 3725 0
Grp Volume(v), veh/h 145 911 478 0 1446 996 0 2406 0
Grp Sat Flow(s),veh/h/ln 1792 1713 1796 0 1770 1598 0 1770 0
Q Serve(g_s), s 8.1 33.3 33.3 0.0 0.0 80.0 0.0 80.0 0.0
Cycle Q Clear(g_c), s 8.1 33.3 33.3 0.0 0.0 80.0 0.0 80.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 524 1002 525 0 2178 984 0 2178 0
V/C Ratio(X) 0.28 0.91 0.91 0.00 0.66 1.01 0.00 1.10 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 2178 984 0 2178 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.00 1.33 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.45 0.45 0.00 0.29 0.00
Uniform Delay (d), s/veh 35.4 44.4 44.4 0.0 0.0 0.0 0.0 11.8 0.0
Incr Delay (d2), s/veh 0.3 11.2 18.7 0.0 0.7 22.4 0.0 49.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 17.4 19.3 0.0 0.2 6.1 0.0 52.3 0.0
LnGrp Delay(d),s/veh 35.7 55.5 63.0 0.0 0.7 22.4 0.0 61.3 0.0
LnGrp LOS D E E A F F
Approach Vol, veh/h 1534 2442 2406
Approach Delay, s/veh 56.0 9.6 61.3
Approach LOS E A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 86.0 44.0 86.0
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 78.0 40.0 78.0
Max Q Clear Time (g_c+I1), s 82.0 35.3 82.0
Green Ext Time (p_c), s 0.0 2.7 0.0
Intersection Summary
HCM 2010 Ctrl Delay 40.2
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 181 222 97 233 243 118 0 2016 217 49 1590 122
Future Volume (veh/h) 181 222 97 233 243 118 0 2016 217 49 1590 122
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1881 1900 1863 1881 1900 0 1845 1881 1900 1863 1881
Adj Flow Rate, veh/h 193 236 103 248 259 126 0 2145 231 52 1691 130
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 2 1 0 2 1 0 0 3 1 0 2 1
Cap, veh/h 264 378 322 254 299 255 0 1963 896 97 2174 981
Arrive On Green 0.10 0.20 0.20 0.06 0.16 0.16 0.00 0.56 0.56 0.05 1.00 1.00
Sat Flow, veh/h 1774 1881 1603 1774 1881 1600 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 193 236 103 248 259 126 0 2145 231 52 1691 130
Grp Sat Flow(s),veh/h/ln 1774 1881 1603 1774 1881 1600 0 1752 1599 1810 1770 1598
Q Serve(g_s), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Cycle Q Clear(g_c), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 264 378 322 254 299 255 0 1963 896 97 2174 981
V/C Ratio(X) 0.73 0.62 0.32 0.98 0.87 0.49 0.00 1.09 0.26 0.53 0.78 0.13
Avail Cap(c_a), veh/h 271 434 370 254 347 295 0 1963 896 167 2174 981
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.70 0.70 0.70
Uniform Delay (d), s/veh 39.8 47.4 44.3 52.1 53.3 49.9 0.0 28.6 14.7 31.5 0.0 0.0
Incr Delay (d2), s/veh 8.2 2.2 0.6 49.6 17.9 1.5 0.0 50.5 0.7 1.2 2.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.2 8.0 3.2 8.5 10.6 4.2 0.0 48.7 4.4 1.1 0.6 0.1
LnGrp Delay(d),s/veh 48.0 49.6 44.9 101.7 71.2 51.4 0.0 79.1 15.4 32.7 2.0 0.2
LnGrp LOS D D D F E D F B C A A
Approach Vol, veh/h 532 633 2376 1873
Approach Delay, s/veh 48.1 79.2 72.9 2.7
Approach LOS D E E A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 7.0 78.8 12.0 32.1 85.9 17.5 26.7
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 30.0 76.0 14.0 24.0
Max Q Clear Time (g_c+I1), s 3.6 74.8 10.0 16.9 2.0 13.5 19.5
Green Ext Time (p_c), s 0.0 0.0 0.0 2.1 54.3 0.0 1.2
Intersection Summary
HCM 2010 Ctrl Delay 46.9
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 730 252 277 64 109 67 106 1490 31 91 1303 377
Future Volume (veh/h) 730 252 277 64 109 67 106 1490 31 91 1303 377
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1900 1863 1900 1900 1845 1810 1846 1900 1863 1863 1881
Adj Flow Rate, veh/h 785 271 298 69 117 72 114 1602 33 98 1401 405
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 1 0 2 0 0 3 5 3 3 2 2 1
Cap, veh/h 765 695 655 138 201 164 160 1584 33 106 1634 1088
Arrive On Green 0.37 0.61 0.61 0.11 0.11 0.11 0.10 0.90 0.90 0.06 0.46 0.46
Sat Flow, veh/h 3476 1900 1578 852 1900 1550 1723 3514 72 1774 3539 1594
Grp Volume(v), veh/h 785 271 298 69 117 72 114 798 837 98 1401 405
Grp Sat Flow(s),veh/h/ln 1738 1900 1578 852 1900 1550 1723 1753 1833 1774 1770 1594
Q Serve(g_s), s 33.0 10.9 14.8 11.8 8.8 6.5 5.4 67.6 67.6 8.2 52.9 16.3
Cycle Q Clear(g_c), s 33.0 10.9 14.8 11.8 8.8 6.5 5.4 67.6 67.6 8.2 52.9 16.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 765 695 655 138 201 164 160 791 826 106 1634 1088
V/C Ratio(X) 1.03 0.39 0.45 0.50 0.58 0.44 0.71 1.01 1.01 0.92 0.86 0.37
Avail Cap(c_a), veh/h 765 722 678 150 228 186 179 791 826 106 1634 1088
HCM Platoon Ratio 1.67 1.67 1.67 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00
Upstream Filter(I) 0.09 0.09 0.09 0.99 0.99 0.99 0.65 0.65 0.65 1.00 1.00 1.00
Uniform Delay (d), s/veh 47.4 20.6 18.4 65.3 63.9 62.9 31.5 7.4 7.4 70.1 36.0 10.2
Incr Delay (d2), s/veh 17.5 0.0 0.0 2.7 2.9 1.8 7.3 28.1 28.4 62.5 6.1 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.6 5.6 6.4 2.9 4.8 2.9 2.8 34.7 36.4 5.9 27.3 7.4
LnGrp Delay(d),s/veh 65.0 20.7 18.5 68.0 66.8 64.7 38.9 35.5 35.8 132.6 42.0 11.2
LnGrp LOS F C B E E E D F F F D B
Approach Vol, veh/h 1354 258 1749 1904
Approach Delay, s/veh 45.9 66.5 35.9 40.1
Approach LOS D E D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 13.4 75.7 39.0 21.9 15.0 74.1 60.9
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 9.0 65.5 33.0 18.0 9.0 65.5 57.0
Max Q Clear Time (g_c+I1), s 7.4 54.9 35.0 13.8 10.2 69.6 16.8
Green Ext Time (p_c), s 0.0 10.1 0.0 1.6 0.0 0.0 4.5
Intersection Summary
HCM 2010 Ctrl Delay 41.5
HCM 2010 LOS D
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 389 93 140 57 91 10 185 1256 122 38 1686 73
Future Volume (veh/h) 389 93 140 57 91 10 185 1256 122 38 1686 73
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1870 1900 1900 1810 1900 1900 1860 1900 1900 1863 1900
Adj Flow Rate, veh/h 409 98 147 60 96 11 195 1322 128 40 1775 77
Adj No. of Lanes 2 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 4 4 0 3 3 0 2 2 0 2 2
Cap, veh/h 421 166 249 146 137 16 298 2196 212 216 1992 86
Arrive On Green 0.12 0.25 0.25 0.09 0.09 0.09 0.06 0.67 0.67 1.00 1.00 1.00
Sat Flow, veh/h 3510 675 1012 1144 1593 183 1810 3256 314 373 3453 149
Grp Volume(v), veh/h 409 0 245 60 0 107 195 715 735 40 904 948
Grp Sat Flow(s),veh/h/ln 1755 0 1687 1144 0 1776 1810 1767 1804 373 1770 1833
Q Serve(g_s), s 17.4 0.0 19.2 7.6 0.0 8.8 6.4 33.2 33.6 4.3 0.0 0.0
Cycle Q Clear(g_c), s 17.4 0.0 19.2 7.6 0.0 8.8 6.4 33.2 33.6 23.3 0.0 0.0
Prop In Lane 1.00 0.60 1.00 0.10 1.00 0.17 1.00 0.08
Lane Grp Cap(c), veh/h 421 0 415 146 0 152 298 1191 1216 216 1021 1057
V/C Ratio(X) 0.97 0.00 0.59 0.41 0.00 0.70 0.65 0.60 0.60 0.19 0.89 0.90
Avail Cap(c_a), veh/h 421 0 472 185 0 213 363 1191 1216 216 1021 1057
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 0.30 0.30 0.30 0.52 0.52 0.52
Uniform Delay (d), s/veh 65.7 0.0 49.9 66.2 0.0 66.7 10.5 13.4 13.4 2.6 0.0 0.0
Incr Delay (d2), s/veh 36.2 0.0 1.5 1.8 0.0 5.9 0.9 0.7 0.7 1.0 6.3 6.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.6 0.0 9.2 2.5 0.0 4.6 3.2 16.3 16.8 0.5 1.8 2.0
LnGrp Delay(d),s/veh 101.9 0.0 51.4 68.0 0.0 72.6 11.4 14.0 14.1 3.5 6.3 6.8
LnGrp LOS F D E E B B B A A A
Approach Vol, veh/h 654 167 1645 1892
Approach Delay, s/veh 83.0 70.9 13.8 6.5
Approach LOS F E B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 8
Phs Duration (G+Y+Rc), s 14.6 92.5 24.0 18.9 107.1 42.9
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 76.0 18.0 18.0 96.0 42.0
Max Q Clear Time (g_c+I1), s 8.4 25.3 19.4 10.8 35.6 21.2
Green Ext Time (p_c), s 0.2 43.7 0.0 1.4 50.7 2.3
Intersection Summary
HCM 2010 Ctrl Delay 23.2
HCM 2010 LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 95 90 185 18 56 16 94 166 30 14 227 87
Future Volume (veh/h) 95 90 185 18 56 16 94 166 30 14 227 87
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 0.97 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1886 1900 1900 1877 1900 1900 1872 1900 1900 1887 1900
Adj Flow Rate, veh/h 102 97 199 19 60 17 101 178 32 15 244 94
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 2 2 2 2 2 2 1 1 1
Cap, veh/h 173 142 239 131 361 91 290 485 80 76 635 236
Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.50 0.50 0.50 0.50 0.50 0.50
Sat Flow, veh/h 324 471 795 197 1201 301 422 971 160 27 1272 472
Grp Volume(v), veh/h 398 0 0 96 0 0 311 0 0 353 0 0
Grp Sat Flow(s),veh/h/ln 1591 0 0 1699 0 0 1554 0 0 1771 0 0
Q Serve(g_s), s 10.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 13.9 0.0 0.0 2.3 0.0 0.0 6.1 0.0 0.0 7.4 0.0 0.0
Prop In Lane 0.26 0.50 0.20 0.18 0.32 0.10 0.04 0.27
Lane Grp Cap(c), veh/h 554 0 0 583 0 0 855 0 0 947 0 0
V/C Ratio(X) 0.72 0.00 0.00 0.16 0.00 0.00 0.36 0.00 0.00 0.37 0.00 0.00
Avail Cap(c_a), veh/h 734 0 0 766 0 0 855 0 0 947 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.4 0.0 0.0 15.5 0.0 0.0 9.1 0.0 0.0 9.4 0.0 0.0
Incr Delay (d2), s/veh 2.3 0.0 0.0 0.1 0.0 0.0 1.2 0.0 0.0 1.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.4 0.0 0.0 1.2 0.0 0.0 3.4 0.0 0.0 3.9 0.0 0.0
LnGrp Delay(d),s/veh 21.7 0.0 0.0 15.6 0.0 0.0 10.3 0.0 0.0 10.5 0.0 0.0
LnGrp LOS C B B B
Approach Vol, veh/h 398 96 311 353
Approach Delay, s/veh 21.7 15.6 10.3 10.5
Approach LOS C B B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 24.1 36.0 24.1
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 9.4 4.3 8.1 15.9
Green Ext Time (p_c), s 4.4 3.2 4.5 2.2
Intersection Summary
HCM 2010 Ctrl Delay 14.7
HCM 2010 LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 300 150 200 100 292 50 113 300 776 390 50
Future Volume (veh/h) 50 300 150 200 100 292 50 113 300 776 390 50
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 54 326 163 217 109 317 54 123 326 843 424 54
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 1 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 89 345 164 218 608 517 219 470 840 421 859 109
Arrive On Green 0.32 0.32 0.32 0.53 0.53 0.53 0.52 0.52 0.52 0.52 0.52 0.52
Sat Flow, veh/h 113 1078 511 922 1900 1615 300 905 1615 956 1652 210
Grp Volume(v), veh/h 543 0 0 217 109 317 177 0 326 843 0 478
Grp Sat Flow(s),veh/h/ln 1703 0 0 922 1900 1615 1204 0 1615 956 0 1863
Q Serve(g_s), s 16.4 0.0 0.0 0.1 2.2 10.2 1.1 0.0 9.1 25.5 0.0 12.4
Cycle Q Clear(g_c), s 23.9 0.0 0.0 24.0 2.2 10.2 13.5 0.0 9.1 39.0 0.0 12.4
Prop In Lane 0.10 0.30 1.00 1.00 0.31 1.00 1.00 0.11
Lane Grp Cap(c), veh/h 598 0 0 218 608 517 689 0 840 421 0 969
V/C Ratio(X) 0.91 0.00 0.00 1.00 0.18 0.61 0.26 0.00 0.39 2.00 0.00 0.49
Avail Cap(c_a), veh/h 598 0 0 218 608 517 689 0 840 421 0 969
HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 0.88 0.88 0.88 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 25.2 0.0 0.0 22.8 12.4 14.2 10.0 0.0 10.8 27.7 0.0 11.6
Incr Delay (d2), s/veh 17.9 0.0 0.0 56.2 0.1 1.9 0.9 0.0 1.4 459.9 0.0 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.1 0.0 0.0 7.8 1.2 4.7 2.1 0.0 4.3 62.4 0.0 6.9
LnGrp Delay(d),s/veh 43.1 0.0 0.0 79.0 12.5 16.1 10.9 0.0 12.2 487.6 0.0 13.4
LnGrp LOS D E B B B B F B
Approach Vol, veh/h 543 643 503 1321
Approach Delay, s/veh 43.1 36.7 11.7 316.0
Approach LOS D D B F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 45.0 30.0 45.0 30.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 19.0 24.0 39.0 24.0
Max Q Clear Time (g_c+I1), s 15.5 25.9 41.0 26.0
Green Ext Time (p_c), s 2.8 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 156.3
HCM 2010 LOS F
Intersection
Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 2 9 0 0 167 1 647 40 96 565 1
Future Vol, veh/h 3 2 9 0 0 167 1 647 40 96 565 1
Conflicting Peds, #/hr 5 0 18 18 0 5 20 0 42 42 0 20
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 9 0 0 176 1 681 42 101 595 1
Approach EB WB NB SB
HCM Control Delay, s 36.8 21.4 0 1.4
HCM LOS E C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 957 - - 128 - 392 849 - -
HCM Lane V/C Ratio 0.001 - - 0.115 - 0.448 0.119 - -
HCM Control Delay (s) 8.8 0 - 36.8 0 21.4 9.8 0 -
HCM Lane LOS A A - E A C A A -
HCM 95th %tile Q(veh) 0 - - 0.4 - 2.3 0.4 - -
Intersection
Int Delay, s/veh 3.8
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 67 199 647 129 106 719
Future Vol, veh/h 67 199 647 129 106 719
Conflicting Peds, #/hr 0 0 0 2 2 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 96 96 96 96 96 96
Heavy Vehicles, % 0 1 2 2 1 2
Mvmt Flow 70 207 674 134 110 749
Approach WB NB SB
HCM Control Delay, s 22.3 0 1.3
HCM LOS C
Intersection
Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 16 3 16 22 0 8 9 787 46 30 914 5
Future Vol, veh/h 16 3 16 22 0 8 9 787 46 30 914 5
Conflicting Peds, #/hr 0 0 0 0 0 0 6 0 1 1 0 6
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 16 3 16 23 0 8 9 811 47 31 942 5
Approach EB WB NB SB
HCM Control Delay, s 74.2 105.5 0.1 0.3
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 729 - - 86 64 790 - -
HCM Lane V/C Ratio 0.013 - - 0.42 0.483 0.039 - -
HCM Control Delay (s) 10 - - 74.2 105.5 9.7 - -
HCM Lane LOS B - - F F A - -
HCM 95th %tile Q(veh) 0 - - 1.7 1.9 0.1 - -
Intersection
Int Delay, s/veh 6.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Future Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Conflicting Peds, #/hr 1 0 0 0 0 1 7 0 9 9 0 7
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 273 1 907 13 179 977 0
Approach EB WB NB SB
HCM Control Delay, s 17 45.2 0 1.8
HCM LOS C E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 710 - - 302 351 738 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.795 0.242 - -
HCM Control Delay (s) 10.1 0 - 17 45.2 11.4 - -
HCM Lane LOS B A - C E B - -
HCM 95th %tile Q(veh) 0 - - 0 6.7 0.9 - -
Intersection
Int Delay, s/veh 78.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 76 115 118 206 526 116
Future Vol, veh/h 76 115 118 206 526 116
Conflicting Peds, #/hr 2 0 0 2 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 100 150 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 83 83 83 83 83 83
Heavy Vehicles, % 0 0 0 0 0 2
Mvmt Flow 92 139 142 248 634 140
Approach EB WB SB
HCM Control Delay, s 3 0 140.2
HCM LOS F
Intersection
Int Delay, s/veh 0.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 94 0 2287 1771 167
Future Vol, veh/h 0 94 0 2287 1771 167
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - -8 9 -
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 3 2 0
Mvmt Flow 0 101 0 2459 1904 180
Approach EB NB SB
HCM Control Delay, s 26.9 0 0
HCM LOS D
Intersection
Int Delay, s/veh 1.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 13 16 123 679 591 24
Future Vol, veh/h 13 16 123 679 591 24
Conflicting Peds, #/hr 2 0 6 0 0 6
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - 100 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 98 98 98 98 98 98
Heavy Vehicles, % 25 0 0 2 3 14
Mvmt Flow 13 16 126 693 603 24
Approach EB NB SB
HCM Control Delay, s 31 1.4 0
HCM LOS D
Zone Summary
Zone wide Queuing Penalty: 3411
Zone Summary
Zone wide Queuing Penalty: 9477
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 300 150 200 100 292 50 113 300 776 390 50
Future Volume (veh/h) 50 300 150 200 100 292 50 113 300 776 390 50
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 54 326 163 217 109 317 54 123 326 843 424 54
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 2 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 82 448 216 268 811 1102 106 223 320 897 815 104
Arrive On Green 0.43 0.43 0.43 0.14 0.14 0.14 0.20 0.20 0.20 0.26 0.49 0.49
Sat Flow, veh/h 131 1050 506 922 1900 1615 379 1127 1615 3510 1652 210
Grp Volume(v), veh/h 543 0 0 217 109 317 177 0 326 843 0 478
Grp Sat Flow(s),veh/h/ln 1687 0 0 922 1900 1615 1506 0 1615 1755 0 1863
Q Serve(g_s), s 26.9 0.0 0.0 23.3 7.5 15.0 11.2 0.0 29.7 35.3 0.0 26.2
Cycle Q Clear(g_c), s 40.2 0.0 0.0 63.5 7.5 15.0 15.3 0.0 29.7 35.3 0.0 26.2
Prop In Lane 0.10 0.30 1.00 1.00 0.31 1.00 1.00 0.11
Lane Grp Cap(c), veh/h 746 0 0 268 811 1102 329 0 320 897 0 919
V/C Ratio(X) 0.73 0.00 0.00 0.81 0.13 0.29 0.54 0.00 1.02 0.94 0.00 0.52
Avail Cap(c_a), veh/h 746 0 0 268 811 1102 329 0 320 936 0 919
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 0.88 0.88 0.88 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 35.8 0.0 0.0 73.5 40.2 14.9 54.0 0.0 60.2 54.7 0.0 25.9
Incr Delay (d2), s/veh 3.6 0.0 0.0 15.1 0.1 0.1 6.2 0.0 55.5 16.5 0.0 2.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 19.6 0.0 0.0 10.1 4.0 6.7 7.2 0.0 18.2 19.1 0.0 13.9
LnGrp Delay(d),s/veh 39.4 0.0 0.0 88.6 40.2 15.1 60.2 0.0 115.8 71.2 0.0 28.0
LnGrp LOS D F D B E F E C
Approach Vol, veh/h 543 643 503 1321
Approach Delay, s/veh 39.4 44.2 96.2 55.6
Approach LOS D D F E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 44.3 35.7 70.0 80.0 70.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 40.0 28.0 64.0 74.0 64.0
Max Q Clear Time (g_c+I1), s 37.3 31.7 42.2 28.2 65.5
Green Ext Time (p_c), s 1.0 0.0 7.3 6.5 0.0
Intersection Summary
HCM 2010 Ctrl Delay 57.0
HCM 2010 LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 0 16 164 0 269 123 410 108 123 468 24
Future Volume (veh/h) 13 0 16 164 0 269 123 410 108 123 468 24
Number 3 8 18 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90
Adj Sat Flow, veh/h/ln 1900 1709 1900 1900 1900 1900 1900 1871 1900 1900 1835 1900
Adj Flow Rate, veh/h 13 0 16 167 0 274 126 418 117 134 478 24
Adj No. of Lanes 0 1 0 0 1 1 1 1 0 1 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Percent Heavy Veh, % 0 0 0 0 0 0 0 2 2 0 3 3
Cap, veh/h 58 13 38 262 0 355 556 967 271 547 1072 54
Arrive On Green 0.22 0.00 0.22 0.22 0.00 0.22 0.69 0.69 0.69 0.69 0.69 0.69
Sat Flow, veh/h 81 59 173 939 0 1615 911 1406 393 883 1557 78
Grp Volume(v), veh/h 29 0 0 167 0 274 126 0 535 134 0 502
Grp Sat Flow(s),veh/h/ln 313 0 0 939 0 1615 911 0 1799 883 0 1636
Q Serve(g_s), s 0.5 0.0 0.0 0.0 0.0 20.7 9.4 0.0 17.2 10.3 0.0 18.0
Cycle Q Clear(g_c), s 24.8 0.0 0.0 24.2 0.0 20.7 27.3 0.0 17.2 27.5 0.0 18.0
Prop In Lane 0.45 0.55 1.00 1.00 1.00 0.22 1.00 0.05
Lane Grp Cap(c), veh/h 109 0 0 262 0 355 556 0 1238 547 0 1126
V/C Ratio(X) 0.27 0.00 0.00 0.64 0.00 0.77 0.23 0.00 0.43 0.25 0.00 0.45
Avail Cap(c_a), veh/h 214 0 0 387 0 497 556 0 1238 547 0 1126
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.67 0.00 0.67 1.00 0.00 1.00
Uniform Delay (d), s/veh 42.2 0.0 0.0 49.0 0.0 47.7 15.3 0.0 9.0 15.1 0.0 9.1
Incr Delay (d2), s/veh 1.3 0.0 0.0 2.6 0.0 4.9 0.6 0.0 0.7 1.1 0.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.9 0.0 0.0 6.0 0.0 9.8 2.4 0.0 8.7 2.7 0.0 8.5
LnGrp Delay(d),s/veh 43.5 0.0 0.0 51.6 0.0 52.6 15.9 0.0 9.7 16.2 0.0 10.4
LnGrp LOS D D D B A B B
Approach Vol, veh/h 29 441 661 636
Approach Delay, s/veh 43.5 52.2 10.9 11.6
Approach LOS D D B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 95.5 34.5 95.5 34.5
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 78.0 40.0 78.0 40.0
Max Q Clear Time (g_c+I1), s 29.3 26.2 29.5 26.8
Green Ext Time (p_c), s 11.6 1.8 11.6 1.8
Intersection Summary
HCM 2010 Ctrl Delay 22.0
HCM 2010 LOS C
Intersection
Int Delay, s/veh 7.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 526 116 118 206 76 115
Future Vol, veh/h 526 116 118 206 76 115
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 100 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 0 0 2 0 0 2
Mvmt Flow 572 126 128 224 83 125
Approach EB WB NB
HCM Control Delay, s 0 3.5 38.1
HCM LOS E
Zone Summary
Zone wide Queuing Penalty: 4
Zone Summary
Zone wide Queuing Penalty: 894