north village crossings 3900 north/ highway 40 traffic

North Village Crossings 3900 North/ Highway 40

Traffic Impact Study

Heber, UT

December 2014

A-Trans Engineering P.O. Box 521651 Salt Lake City, Utah 84152 (801) 949-0348 telephone (801) 582-6252 fax

TRANSPORTATION ENGINEERING

North Village Crossings Traffic Impact Study

ii

North Village Crossings

3900 North/ Highway 40 Traffic Impact Analysis

Category II TIA

Heber, Utah

December 2014

Prepared by:

A-Trans Engineering P.O. Box City, 521651

Salt Lake City, Utah 84152 (801) 949-0348

[email protected]


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Table of Contents

Executive Summary ........................................................................................................................ 1 I. Introduction ......................................................................................................................... 1 II. Trip Generation ................................................................................................................... 6 III. Origin Destination ............................................................................................................... 6 IV. Growth ................................................................................................................................ 9 V. Traffic Analysis ................................................................................................................ 13 VI. Queue Length .................................................................................................................... 16 VII. Conflict Discussion ........................................................................................................... 16 VIII. Access and Roadway Category ......................................................................................... 19 IX. Conclusion ........................................................................................................................ 20


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Table of Figures Figure 1: Project Site Location ....................................................................................................... 2 Figure 2: Conceptual Site Plan ....................................................................................................... 3 Figure 3: Existing Traffic ............................................................................................................... 4 Figure 4: Existing Geometry ........................................................................................................... 5 Figure 5: Origin Destination ........................................................................................................... 7 Figure 6: Site Trip Distribution ...................................................................................................... 8 Figure 7: 2020 Background Traffic .............................................................................................. 10 Figure 8: 2015 Total Traffic ......................................................................................................... 11 Figure 9: 2020 Total Traffic ......................................................................................................... 12 Figure 10: Conflict Diagram ......................................................................................................... 17 Figure 11: Looking westbound at SR 32 from Old Highway 40 (Access 1) ................................ 18 Figure 12: Looking northbound along SR 40 at Access 2 location .............................................. 18


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Table of Tables

Table 1: Daily Trip Generation ....................................................................................................... 6 Table 2: Historic AADT and Growth ............................................................................................. 9 Table 3: Intersection LOS-Delay Relationship ............................................................................. 13 Table 4: SR 40/ SR 32 Intersection Analysis .............................................................................. 14 Table 5: SR 32/ Access 1 Intersection Analysis .......................................................................... 15 Table 6: SR 40/ Access 2 Intersection Analysis .......................................................................... 15 Table 7: Queue Analysis ............................................................................................................... 16


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Executive Summary

The proposed North Village Crossings development is a mixed use development located east of SR 40 and south of SR 32 in Heber, Utah. The site is planned to include a gas station, retail pads, a hotel and multifamily units. The site will generate a projected 325 AM, 458 PM and 5,412 daily trips. The site is proposing 2 full motion accesses. Access 1 is located approximately 1950 feet east of SR 40 along SR 32 and aligns with Old Highway 40 to the north. Access 2 is located approximately 1850 feet south of SR 32 along SR 40. This access is planned as the realignment of Moulton Lane. Moulton Lane will be closed and the small amount of traffic utilizing this access will be redirected to new Access 2 alignment. Access 1 requires a left and right deceleration lane. Access 2 requires a left and right deceleration lane. The intersection of SR 40/ SR 32 operates at a LOS B with no movements below LOS D. With the addition of the site the intersection operates with LOS C with no movements below LOS D throughout 2020. Both accesses operate with LOS B or better throughout 2020. The one issues is that there is little left turn egress capacity at Access 2 along SR 40 during the peak periods, therefore the most prudent way both operationally and safety is for site trips leaving the site to travel south is to utilize Access 1 and make a westbound left turn at the existing traffic signal.

I. Introduction

The following provides a traffic impact analysis for the proposed North Village Crossings development, a mixed use development located east of SR 40 and south of SR 32 in Heber, Utah. The site is planned to include a gas station, retail pads, a hotel and multi-family units. The site is proposing 2 full motion accesses. Access 1 is located approximately 1950 feet east of SR 40 along SR 32 and aligns with Old Highway 40 to the north. Access 2 is located approximately 1850 feet south of SR 32 along SR 40. This access is planned as the realignment of Moulton Lane. Moulton Lane will be closed and traffic utilizing this access will be redirected to Access 2. The site will generate a projected 325 AM, 458 PM and 5,412 daily trips. The following intersections are included in the analysis.

SR 40/ SR 32 SR 32/ Access 1 SR 40/ Access 2

Figure 1 shows the location of the site. Figure 2 shows the conceptual site plan with the access locations and the spacing. Existing traffic counts were performed at SR 32/ SR 40 on Wednesday December 17, 2014 during the AM and PM peak periods. The peak hour for the AM was determined at 7:20 -8:20 AM and the PM peak hour was determined at 4:50 to 5:50 PM. Figure 3 shows existing traffic counts and Figure 4 shows existing intersection geometry.


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II. Trip Generation

Trip generation for the site was done using The Institute of Transportation Engineers (ITE) Trip Generation (9th Edition) handbook. The site will generate 325 AM, 458 PM and 5,412 daily trips. Table 1 shows the AM peak hour trips generated for the site.

Table 1: Daily Trip Generation

Size Land Use Trip Rate Trips % IN % Out Trips In Trips OutAM

Retail 23.250 820 1 23 61% 39% 14 9 Multifamily 192.000 220 0.51 98 20% 80% 20 78 Gas Station 10.000 945 10.06 101 50% 50% 46 46 Hotel 125.000 310 0.53 66 59% 41% 39 27 Townhouse 84.000 230 0.44 37 17% 83% 6 31 Total 325 125 191

PM Retail 23.250 820 3.73 87 49% 51% 43 44 Multifamily 192.000 220 0.62 119 65% 35% 77 42 Gas Station 10.000 945 13.38 134 50% 50% 60 60 Hotel 125.000 310 0.6 75 51% 49% 38 37 Townhouse 84.000 230 0.52 44 67% 33% 29 15 Total 458 247 198

III. Origin Destination

Project site traffic was applied to the origin-destination (O-D) for the site. Origin-destination was determined from evaluating the existing traffic patterns, the proximity of the interstate system and regional and community retail and employment centers. The origin-destination was determined as follows:

55% to/from north along SR 40

25% to/from south along SR 40

10% to/from east along SR 32

10% to/from west along SR 32

Origin Destination is shown in Figure 5. Site trip distribution is shown in Figure 6.


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IV. Growth

Growth in the area was determined from considering historic growth along SR 32 and SR 40. 2003 - 2012 daily traffic volumes and historic volumes were determined from UDOT’s Average Annual Daily Traffic. Straight line growth was assumed between 2012 and 2020. The average growth rate is determined at 1.85%. This yields a growth factor of 1.10 for the 6 year build-out condition. The historic AADT volumes and growth is shown in Table 2.

Table 2: Historic AADT and Growth

SR 32 RT 3130 SR 40 SR 40

East of SR 40 River Rd West of SR 40 North of River Rd South of River RdYear AADT Growth AADT Growth AADT Growth AADT Growth 2003 1560 2888 15555 12580 2004 2110 35%* 3020 5% 16290 5% 15520 23%* 2005 2180 3% 3810 26% 17085 5% 16280 5% 2006 2365 8% 4130 8% 18110 6% 17355 7% 2007 2175 -8% 4155 1% 18945 5% 18155 5% 2008 2055 -6% 3695 -11% 18010 -5% 17265 -5% 2009 2090 2% 3760 2% 17865 -1% 17200 0% 2010 2130 2% 3830 2% 18075 1% 17515 2% 2011 2125 0% 3820 0% 18610 3% 18040 3% 2012 1800 -15%* 3745 -2% 18540 0% 17790 -1%

Average 0.23% 3.34% 2.03% 1.78% *Excluded

Background traffic is derived from multiplying the existing traffic counts by the growth factor. 2020 Background Traffic is shown in Figure 7. Total traffic in the area for the future projection years is derived by adding the non-site volume forecasts to the site trip distribution. 2015 Total Traffic is shown in Figure 8 and 2020 Total Traffic is shown in Figure 9.


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V. Traffic Analysis

The 2010 Highway Capacity Manual defines the Level of Service (LOS) for both signalized and unsignalized intersections as a range of average experienced delay. LOS is a qualitative rating of traveler satisfaction from A to F whereby LOS A is good and LOS F poor. Table 3 shows the LOS range by delay for unsignalized and signalized intersections and accesses.

Table 3: Intersection LOS-Delay Relationship

Unsignalized Signalized

Level of Service

Total Delay per Vehicle (sec)

Total Delay per Vehicle (sec)

A < 10.0 < 10.0

B > 10.0 and < 15.0 > 10.0 and < 20.0

C > 15.0 and < 25.0 > 20.0 and < 35.0

D > 25.0 and < 35.0 > 35.0 and < 55.0

E > 35.0 and < 50.0 > 55.0 and < 80.0

F > 50.0 > 80.0

The intersection and access analysis evaluates the performance of each intersection and access using the measure of performance of delay and level of service (LOS). Tables 4 through Tables 6 show the intersection and access analysis.

Recommended Improvements 1. Access 1 should be built with separate left and right deceleration lanes. 2. Access 2 should be built with separate left and right deceleration lanes.

Analysis Results The intersection of SR 40/ SR 32 operates with LOS B with no movements below LOS D. With the addition of the site the intersection operates with LOS C with no movements below LOS D throughout 2020. Both accesses operate with LOS B or better throughout 2020. There is little left turn egress capacity at Access 2, therefore site trips leaving the site traveling to the south during the peak period will need to utilize Access 1 and make a westbound left turn at the signal at SR 32 /SR 40. .


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Table 4: SR 40/ SR 32 Intersection Analysis

EBL EBTR WBL WBTR NBL NBT NBR SBL SBT SBR INT

Existing AM 31.7 C 31.6 C 30.3 C 37.2 D 9.5 A 16.1 B 9.9 A 11.7 B 10.6 B 9.5 A 17.7 BPM 31.5 C 34.0 C 34.1 C 39.1 D 7.4 A 5.9 A 6.1 A 5.0 A 9.6 A 6.5 A 11.6 B

2015 Total AM 41.1 D 34.0 C 39.2 D 42.7 D 10.8 B 19.2 B 11.3 B 15.2 B 11.4 B 10.1 B 21.4 CPM 41.1 D 36.9 D 40.2 D 38.3 D 8.5 A 8.8 A 7.2 A 5.5 A 10.8 B 7.0 A 12.7 B

2020 Background

AM 38.1 D 35.2 D 32.4 C 39.0 D 10.5 B 19.5 B 11.1 B 14.7 B 12.0 B 10.6 B 20.8 CPM 40.4 D 38.2 D 39.4 D 40.0 D 7.7 A 6.7 A 5.7 A 4.9 A 10.0 B 6.4 A 11.2 B

2020 Total AM 46.6 D 36.5 D 42.9 D 46.8 D 10.9 B 21.1 C 11.5 B 18.8 B 11.7 B 10.3 B 23.5 CPM 47.5 D 39.7 D 47.0 D 41.6 D 9.5 A 8.7 A 7.1 A 5.6 A 11.6 B 7.1 A 13.5 B


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Table 5: SR 32/ Access 1 Intersection Analysis

EBL EBTR WBL WBTR NBL NBT

2015 Total AM 7.6 A 7.5 A 12.9 B 10.1 B 11.6 B 10.2 B PM 7.6 A 7.8 A 14.2 B 10.6 B 12.5 B 10.5 B

2020 Total AM 7.7 A 7.5 A 13.2 B 10.2 B 11.9 B 10.3 B PM 7.6 A 7.8 A 14.7 B 10.8 B 12.8 B 10.7 B

Table 6: SR 40/ Access 2 Intersection Analysis

WBLR SBL 2015 Total

AM 16.6 C 12.7 BPM 12.3 B 10.0 B

2020 Total

AM 18.2 C 13.7 BPM 12.9 B 10.4 B


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VI. Queue Length

Based on the projected traffic, queue storage length requirements can be determined. To determine if sufficient storage space exists to accommodate the projected demand, the intersection and accesses included in this traffic study are analyzed for queue storage capacity. The queue lengths are provided by the HCS analysis. Once the storage length is determined, this can typically be compared to the available storage length within the provided turn pockets or between intersections. A minimum 100-foot storage at unsignalized intersections is recommended regardless of the queue analysis findings. Table 7 shows the minimum recommended queue storage length that should be provided based on the critical unsignalized and signalized calculation and projected traffic demand.

Table 7: Queue Analysis EBL EBR WBL WBR NBL NBR SBL SBR

SR 40/ SR 32 150 125 100 100 100 125 SR 32/ Access 1 100 100 100 100 100 100 SR 40/ Access 2 100 100

VII. Conflict Discussion

The addition of any new accesses will generate vehicular conflict movements. The conflict is generated when two or more movements interfere with each other. For example in a typical intersection northbound and westbound movements cannot proceed at the same time since they interfere with each other. The conflict movements are further classified into 3 categories: crossing, diverging, and merging. At a four-way, unsignalized intersection there are a total of 32 conflicting movements. At a three-way, full movement access, there are nine conflict points. Why the access locations relative to each other are important is because when these accesses get too close to one another, the number of additional or overlapping conflict points increases, thereby reducing safety. This is the safety premise behind the access management of roadway facilities (ITE Transportation and Land Development, 2nd edition). Figure 10 shows a conflict diagram.


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Figure 11: Looking westbound at SR 32 from Old Highway 40 (Access 1)

Figure 12: Looking northbound along SR 40 at Access 2 location


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VIII. Access and Roadway Category

According to the UDOT, SR 40 is categorized as a Category 4 roadway and is a part of the national highway system, SR 32 is a Category 4 roadway and is not a park of the national highway system. As per UDOT Administrative Rule R930-6, for a category 4 roadway, signalized intersections require a minimum spacing of 2,640 feet, streets require a minimum spacing of 660 feet and accesses require a minimum spacing of 500 feet. The distance between access points/intersections is measured from end of radius to end of adjacent radius. The site is proposing 2 full motion accesses. Access 1 is located approximately 1950 feet east of SR 40 along SR 32 and aligns with Old Highway 40 to the north. Access 2 is located approximately 1850 feet south of SR 32 along SR 40. This access is planned as the realignment of Moulton Lane. Moulton Lane will be closed and traffic utilizing this access will be redirected to Access 2. As per UDOT Administrative Rule R930-6, a category 4 roadway has the following auxiliary lane requirements: A left turn deceleration lane with taper and storage length is required for any access with

a projected peak hour left ingress turning volume greater than 10 vehicles per hour. The taper length must be included in the required deceleration length.

A right turn deceleration lane and taper length is required for any access with a projected peak hour right ingress turning volume greater than 25 vehicles per hour. The taper length must be included in the required deceleration length.

A right turn acceleration lane and taper length is required for any access with a projected peak hour right turning volume greater than 50 vehicles per hour when the posted speed on the highway is greater than 40 mph. The taper length must be included in the required acceleration length. A right turn acceleration lane may also be required at a signalized intersection if a free-right turn is needed to maintain an appropriate level of service for the intersection.

Right turn deceleration and acceleration lanes are generally not required on roadways with three or more travel lanes in the direction of the right turn.

A left turn acceleration lane may be required if it will be a benefit to the safety and operation of the roadway.

A left turn acceleration lane is generally not required where the posted speed is less than 45 mph, the intersection is signalized, or the acceleration lane would interfere with the left turn ingress movements to any other access.

Access 1 requires a left and right deceleration lane. Access 2 requires a left and right deceleration lane


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IX. Conclusion

The proposed North Village Crossings development is a mixed use development located east of SR 40 and south of SR 32 in Heber, Utah. The site is planned to include a gas station, retail pads, a hotel and multifamily units. The site will generate 325 AM, 458 PM and 5,412 daily trips. The site is proposing 2 full motion accesses. Access 1 is located approximately 1950 feet east of SR 40 along SR 32 and aligns with Old Highway 40 to the north. Access 2 is located approximately 1850 feet south of SR 32 along SR 40. This access is planned as the realignment of Moulton Lane. Moulton Lane will be closed and traffic utilizing this access will be redirected to Access 2 which is approximately 450 feet north of the current Moulton Lane. Access 1 requires a left and right deceleration lane. There is already a center two-way turn lane and a full shoulder on SR 40 so only striping changes will be needed. Access 2 also requires a left and right deceleration lane based on the UDOT standards. Currently, this is a T-intersection with acceleration lanes for the south to westbound and south to eastbound directions. Therefore, a new intersection configuration and striping plan will need to be developed as this is converted to a four-way intersection. The intersection of SR 40/ SR 32 operates with LOS B with no movements below LOS D. With the addition of the site the intersection operates with LOS C with no movements below LOS D throughout 2020. Both accesses operate with LOS B or better throughout 2020. There is little left turn egress capacity at Access 2, therefore the site trips leaving the site to the south will utilize Access 1 and make a westbound left turn at the signal during the peak periods.

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APPENDICES Appendix A Traffic Counts and Projections Appendix B Intersection Analyses


Appendix A Traffic Counts and Projections

AM PEAK HOUR VOLUMES Ped = 0

INTERSECTION: US 40 and SR 32

PK HR VOLUME: 1,810 NORTHN-S STREET: US 40 PHF: 0.89E-W STREET: SR 32 PEAK HOUR: 39 331 13E-W STREET: SR 32 PEAK HOUR: 39 331 13

FROM: TO: 7:20 AM 8:20 AMCOUNT DATE: December 17, 2014 Day of the Week: Wednesday 200 20NOTES:

SR 32 2 20COUNT TIME:FROM: 7:00 AM 17 75TO: 9:00 AM

8 1,039 46 75.84%

US 40

AM TrafficCOUNT DATA INPUT: Name: Lynda Name: Amy Name: Amy Name: Lynda

TIME PERIOD NORTHBOUND EASTBOUND SOUTHBOUND WESTBOUND TOTAL 5' TOTAL 15' PEDESTRIANFROM: TO: NBL NBT NBR EBL EBT EBR SBL SBT SBR WBL WBT WBR VOLUMES VOLUMES E/W N/S7 00 AM 7 05 AM 0 62 2 15 0 0 1 11 1 2 0 3 97 330 0 07:00 AM 7:05 AM 0 62 2 15 0 0 1 11 1 2 0 3 97 330 0 07:05 AM 7:10 AM 1 67 5 11 0 0 0 24 1 3 0 3 115 359 0 07:10 AM 7:15 AM 2 68 5 10 2 0 1 17 5 3 1 4 118 403 0 07:15 AM 7:20 AM 2 77 3 12 3 0 1 19 4 5 0 0 126 430 0 07:20 AM 7:25 AM 1 84 8 23 0 1 0 27 6 6 1 2 159 455 0 07:25 AM 7:30 AM 1 91 1 12 1 0 2 24 3 9 1 0 145 473 0 07:30 AM 7:35 AM 0 80 3 26 0 4 1 22 5 7 1 2 151 507 0 07:35 AM 7:40 AM 1 114 4 18 0 4 1 29 1 4 1 0 177 498 0 07:40 AM 7:45 AM 1 115 5 15 0 2 1 26 6 7 1 0 179 445 0 07:45 AM 7:50 AM 1 80 6 20 0 0 1 16 2 6 7 3 142 408 0 07:45 AM 7:50 AM 1 80 6 20 0 0 1 16 2 6 7 3 142 408 0 07:50 AM 7:55 AM 1 62 3 11 1 2 1 31 3 5 2 2 124 402 0 07:55 AM 8:00 AM 0 85 4 16 0 1 0 25 4 3 3 1 142 424 0 08:00 AM 8:05 AM 0 76 3 15 0 0 1 28 5 5 0 3 136 440 0 08:05 AM 8:10 AM 1 90 4 13 0 2 0 26 3 5 2 0 146 455 0 08:10 AM 8:15 AM 1 82 3 17 0 1 3 39 1 6 0 5 158 452 0 08:15 AM 8:20 AM 0 80 2 14 0 0 2 38 0 12 1 2 151 440 0 08:20 AM 8:25 AM 2 77 3 15 0 2 2 26 8 6 0 2 143 449 0 08:25 AM 8:30 AM 1 65 2 27 0 1 1 34 3 11 1 0 146 463 0 08:30 AM 8:35 AM 1 84 4 11 2 0 2 46 4 4 1 1 160 463 0 08:30 AM 8:35 AM 1 84 4 11 2 0 2 46 4 4 1 1 160 463 0 08:35 AM 8:40 AM 0 82 6 12 0 1 1 40 8 7 0 0 157 473 0 08:40 AM 8:45 AM 1 84 5 15 0 0 1 29 4 6 0 1 146 428 0 08:45 AM 8:50 AM 1 89 5 21 0 0 0 41 7 3 2 1 170 394 0 08:50 AM 8:55 AM 0 53 3 13 1 1 1 30 6 3 0 1 112 224 0 08:55 AM 9:00 AM 0 52 4 6 0 3 0 35 4 5 2 1 112 112 0 0

PM PEAK HOUR VOLUMES Ped = 0

INTERSECTION: US 40 and SR 32

PK HR VOLUME: 2,258 NORTHN-S STREET: US 40 PHF: 0.93E-W STREET: SR 32 PEAK HOUR: 237 1,161 15E-W STREET: SR 32 PEAK HOUR: 237 1,161 15

FROM: TO: 4:50 PM 5:50 PMCOUNT DATE: December 17, 2014 Day of the Week: Wednesday 86 9NOTES:

SR 32 8 11COUNT TIME:FROM: 4:00 PM 17 69TO: 6:00 PM

11 535 99 31.54%

US 40

PM TrafficCOUNT DATA INPUT: Name: Susan Name: Susan Name: Julie Name: Julie

TIME PERIOD NORTHBOUND EASTBOUND SOUTHBOUND WESTBOUND TOTAL 5' TOTAL 15' PEDESTRIANFROM: TO: NBL NBT NBR EBL EBT EBR SBL SBT SBR WBL WBT WBR VOLUMES VOLUMES E/W N/S4 00 PM 4 05 PM 5 37 5 7 3 3 2 56 7 6 3 1 135 435 0 04:00 PM 4:05 PM 5 37 5 7 3 3 2 56 7 6 3 1 135 435 0 04:05 PM 4:10 PM 1 34 7 7 1 3 1 67 6 10 2 2 141 501 0 04:10 PM 4:15 PM 2 42 4 9 3 0 2 80 13 2 0 2 159 528 0 04:15 PM 4:20 PM 1 54 5 11 0 1 2 99 15 12 0 1 201 554 0 04:20 PM 4:25 PM 3 37 4 11 0 0 1 87 15 9 1 0 168 524 0 04:25 PM 4:30 PM 0 44 9 15 0 3 1 83 14 13 0 3 185 516 0 04:30 PM 4:35 PM 2 45 5 7 0 0 0 87 15 6 4 0 171 491 0 04:35 PM 4:40 PM 2 53 5 6 0 0 2 73 13 5 1 0 160 467 0 04:40 PM 4:45 PM 2 41 8 3 0 0 7 76 11 11 0 1 160 498 0 04:45 PM 4:50 PM 0 34 7 17 1 2 2 66 10 6 1 1 147 510 0 04:45 PM 4:50 PM 0 34 7 17 1 2 2 66 10 6 1 1 147 510 0 04:50 PM 4:55 PM 2 54 9 3 0 0 0 105 15 2 0 1 191 516 0 04:55 PM 5:00 PM 0 41 5 8 0 3 0 95 17 3 0 0 172 525 0 05:00 PM 5:05 PM 1 39 5 15 0 1 0 71 20 1 0 0 153 546 0 05:05 PM 5:10 PM 3 51 2 5 0 2 3 112 16 3 2 1 200 602 0 05:10 PM 5:15 PM 1 53 5 7 1 1 1 91 22 7 2 2 193 582 0 05:15 PM 5:20 PM 1 36 16 8 1 3 2 101 25 12 0 4 209 608 0 05:20 PM 5:25 PM 0 30 8 10 0 1 2 90 22 13 4 0 180 582 0 05:25 PM 5:30 PM 0 59 9 9 0 1 2 111 20 7 1 0 219 605 0 05:30 PM 5:35 PM 0 41 10 4 1 1 1 97 13 15 0 0 183 585 0 05:30 PM 5:35 PM 0 41 10 4 1 1 1 97 13 15 0 0 183 585 0 05:35 PM 5:40 PM 2 51 8 5 1 1 1 105 24 3 1 1 203 558 0 05:40 PM 5:45 PM 0 42 10 7 1 2 3 106 27 1 0 0 199 535 0 05:45 PM 5:50 PM 1 38 12 5 3 1 0 77 16 2 1 0 156 490 0 05:50 PM 5:55 PM 4 41 11 4 1 0 1 88 17 9 3 1 180 334 0 05:55 PM 6:00 PM 1 44 11 12 0 0 3 69 10 3 1 0 154 154 0 0

Historic Growth

SR 32 East of SR 40 RT 3130 River Red West of SR 40Year AADT Growth Year AADT Growth

2003 1560 2003 28882004 2110 35% 2004 3020 5%2005 2180 3% 2005 3810 26%2006 2365 8% 2006 4130 8%2007 2175 -8% 2007 4155 1%2008 2055 -6% 2008 3695 -11%2009 2090 2% 2009 3760 2%2010 2130 2% 2010 3830 2%2011 2125 0% 2011 3820 0%2012 1800 -15% 2012 3745 -2%

Avg 0.23% Avg 3.34%

SR 40 North of River Rd SR 40 South of River RdYear AADT Growth Year AADT Growth

2003 15555 2003 125802004 16290 5% 2004 15520 23%2005 17085 5% 2005 16280 5%2006 18110 6% 2006 17355 7%2007 18945 5% 2007 18155 5%2008 18010 -5% 2008 17265 -5%2009 17865 -1% 2009 17200 0%2010 18075 1% 2010 17515 2%2011 18610 3% 2011 18040 3%2012 18540 0% 2012 17790 -1%

Avg 2.03% Avg 1.78%

1.85% Growth Factor Years Analysis Year1.00 0 20151.10 5 20201.32 15 2030

TRIP GENERATION

Size Land Use AM PM Daily AM PM Daily AM IN AM Out PM INPM OUTAM IN AM OutPM INPM OUT

Retail 23.250 820 1 3.73 42.94 23 87 998 61% 39% 49% 51% 14 9 43 44MultiFamily 192.000 220 0.51 0.62 6.65 98 119 1277 20% 80% 65% 35% 20 78 77 42Gas Station 10.000 945 10.06 13.38 162.78 101 134 1628 50% 50% 50% 50% 46 46 60 60Hotel 125.000 310 0.53 0.6 8.17 66 75 1021 59% 41% 51% 49% 39 27 38 37Townhouse 84.000 230 0.44 0.52 5.81 37 44 488 17% 83% 67% 33% 6 31 29 15

325 458 5412 125 191 247 198

In / Out % NewTrip Rate Trips

Trip Distribution

SR 40/ SR 32 0.8998 1.1 Access 1/ SR 32 0.8998 1.12014 Seasonal Site Traffic 2015 2020 2020 2014 Seasonal Site Traffic 2015 2020 2020

AM Counts Adjustment 2015 Total Background Total AM Counts Adjustment 2015 Total Background TotalEBL 200 222 222 244 244 EBL 0 0 0 0EBT 2 2 13 15 2 15 EBT 61 68 68 75 75EBR 17 19 19 21 21 EBR 0 50 50 0 50WBL 75 83 83 92 92 WBL 0 13 13 0 13WBT 20 22 19 41 24 43 WBT 115 128 128 141 141WBR 20 22 26 48 24 50 WBR 0 0 0 0NBL 8 9 9 10 10 NBL 0 93 93 0 93NBT 1039 1155 79 1234 1270 1349 NBT 0 0 0 0NBR 46 51 51 56 56 NBR 0 19 19 0 19SBL 13 14 37 51 16 53 SBL 0 0 0 0SBT 331 368 31 399 405 436 SBT 0 0 0 0SBR 39 43 43 48 48 SBR 0 0 0 0

2014 Seasonal Site Traffic 2015 2020 2020 2014 Seasonal Site Traffic 2015 2020 2020PM Counts Adjustment 2015 Total Background Total PM Counts Adjustment 2015 Total Background TotalEBL 86 96 96 105 105 EBL 0 0 0 0EBT 8 9 25 34 10 35 EBT 122 136 136 149 149EBR 17 19 19 21 21 EBR 0 98 98 0 98WBL 69 77 77 84 84 WBL 0 25 25 0 25WBT 11 12 20 32 13 33 WBT 89 99 99 109 109WBR 9 10 27 37 11 38 WBR 0 0 0 0NBL 11 12 12 13 13 NBL 0 97 97 0 97NBT 535 595 81 676 654 735 NBT 0 0 0 0NBT 535 595 81 676 654 735 NBT 0 0 0 0NBR 99 110 110 121 121 NBR 0 20 20 0 20SBL 15 17 73 90 18 91 SBL 0 0 0 0SBT 1161 1290 62 1352 1419 1481 SBT 0 0 0 0SBR 237 263 263 290 290 SBR 0 0 0 0

Trip Distribution

SR 40/ Access 2 0.8998 1.12014 Seasonal Site Traffic 2015 2020 2020

AM Counts Adjustment 2015 Total Background TotalEBL 0 0 0 0EBT 0 0 0 0EBR 0 0 0 0WBL 0 0 0 0 0WBT 0 0 0 0WBR 0 79 79 0 79NBL 0 0 0 0NBT 1093 1215 1215 1336 1336NBR 0 31 31 0 31SBL 0 31 31 0 31SBT 423 470 48 518 517 565SBR 0 0 0 0

2014 Seasonal Site Traffic 2015 2020 2020PM Counts Adjustment 2015 Total Background TotalEBL 0 0 0 0EBT 0 0 0 0EBR 0 0 0 0WBL 0 0 0 0WBT 0 0 0 0WBR 0 81 81 0 81NBL 0 0 0 0NBT 645 717 717 789 789NBT 645 717 717 789 789NBR 0 62 62 0 62SBL 0 62 62 0 62SBT 1247 1386 50 1436 1524 1574SBR 0 0 0 0


Appendix B Intersection Analyses

HCM Signalized Intersection Capacity Analysis1: SR 32 & SR 40 12/19/2014

12/19/2014 AM Existing Synchro 7 - ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 222 2 19 83 22 22 9 1155 51 14 368 43Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.86 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1608 1770 1723 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.51 1.00 1.00 0.12 1.00 1.00Satd. Flow (perm) 1770 1608 1770 1723 950 3539 1583 220 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 241 2 21 90 24 24 10 1255 55 15 400 47RTOR Reduction (vph) 0 19 0 0 23 0 0 0 12 0 0 23Lane Group Flow (vph) 241 4 0 90 25 0 10 1255 43 15 400 24Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 17.4 9.2 13.0 4.8 41.4 40.9 40.9 42.6 41.5 41.5Effective Green, g (s) 17.4 9.2 13.0 4.8 41.4 40.9 40.9 42.6 41.5 41.5Actuated g/C Ratio 0.22 0.11 0.16 0.06 0.52 0.51 0.51 0.53 0.52 0.52Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 384 184 287 103 496 1805 807 138 1831 819v/s Ratio Prot c0.14 0.00 0.05 c0.01 0.00 c0.35 c0.00 0.11v/s Ratio Perm 0.01 0.03 0.06 0.02v/c Ratio 0.63 0.02 0.31 0.25 0.02 0.70 0.05 0.11 0.22 0.03Uniform Delay, d1 28.5 31.5 29.7 36.0 9.4 14.9 9.9 11.3 10.5 9.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 3.2 0.1 0.6 1.3 0.0 1.2 0.0 0.3 0.1 0.0Delay (s) 31.7 31.6 30.3 37.2 9.5 16.1 9.9 11.7 10.6 9.5Level of Service C C C D A B A B B AApproach Delay (s) 31.6 32.7 15.8 10.5Approach LOS C C B B

Intersection SummaryHCM Average Control Delay 17.7 HCM Level of Service BHCM Volume to Capacity ratio 0.63Actuated Cycle Length (s) 80.2 Sum of lost time (s) 16.0Intersection Capacity Utilization 57.6% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group


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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 96 9 19 77 12 10 12 59 110 17 1290 263Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.90 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1673 1770 1735 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.13 1.00 1.00 0.70 1.00 1.00Satd. Flow (perm) 1770 1673 1770 1735 240 3539 1583 1303 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 104 10 21 84 13 11 13 64 120 18 1402 286RTOR Reduction (vph) 0 20 0 0 11 0 0 0 47 0 0 52Lane Group Flow (vph) 104 11 0 84 13 0 13 64 73 18 1402 234Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 10.1 4.6 7.6 2.1 46.5 46.0 46.0 48.3 46.9 46.9Effective Green, g (s) 10.1 4.6 7.6 2.1 46.5 46.0 46.0 48.3 46.9 46.9Actuated g/C Ratio 0.13 0.06 0.10 0.03 0.62 0.61 0.61 0.64 0.62 0.62Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 236 102 178 48 158 2153 963 841 2195 982v/s Ratio Prot c0.06 0.01 0.05 c0.01 c0.00 0.02 0.00 c0.40v/s Ratio Perm 0.05 0.05 0.01 0.15v/c Ratio 0.44 0.11 0.47 0.28 0.08 0.03 0.08 0.02 0.64 0.24Uniform Delay, d1 30.1 33.6 32.1 36.0 7.2 5.9 6.1 5.0 9.0 6.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.3 0.5 2.0 3.1 0.2 0.0 0.0 0.0 0.6 0.1Delay (s) 31.5 34.0 34.1 39.1 7.4 5.9 6.1 5.0 9.6 6.5Level of Service C C C D A A A A A AApproach Delay (s) 32.1 35.2 6.1 9.1Approach LOS C D A A

Intersection SummaryHCM Average Control Delay 11.6 HCM Level of Service BHCM Volume to Capacity ratio 0.54Actuated Cycle Length (s) 75.6 Sum of lost time (s) 12.0Intersection Capacity Utilization 54.3% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group


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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 222 15 19 83 41 48 9 1234 51 51 399 43Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.91 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1704 1770 1713 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.50 1.00 1.00 0.09 1.00 1.00Satd. Flow (perm) 1770 1704 1770 1713 931 3539 1583 174 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 241 16 21 90 45 52 10 1341 55 55 434 47RTOR Reduction (vph) 0 18 0 0 37 0 0 0 11 0 0 22Lane Group Flow (vph) 241 19 0 90 60 0 10 1341 44 55 434 25Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 18.5 14.8 11.8 8.1 49.3 48.7 48.7 53.9 51.0 51.0Effective Green, g (s) 18.5 14.8 11.8 8.1 49.3 48.7 48.7 53.9 51.0 51.0Actuated g/C Ratio 0.20 0.16 0.13 0.09 0.52 0.52 0.52 0.57 0.54 0.54Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 348 268 222 147 493 1830 818 149 1916 857v/s Ratio Prot c0.14 0.01 0.05 c0.04 0.00 c0.38 c0.01 0.12v/s Ratio Perm 0.01 0.03 0.20 0.02v/c Ratio 0.69 0.07 0.41 0.41 0.02 0.73 0.05 0.37 0.23 0.03Uniform Delay, d1 35.2 33.8 38.0 40.8 10.8 17.7 11.3 13.6 11.3 10.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.9 0.1 1.2 1.9 0.0 1.5 0.0 1.5 0.1 0.0Delay (s) 41.1 34.0 39.2 42.7 10.8 19.2 11.3 15.2 11.4 10.1Level of Service D C D D B B B B B BApproach Delay (s) 40.1 41.0 18.9 11.6Approach LOS D D B B

Intersection SummaryHCM Average Control Delay 21.4 HCM Level of Service CHCM Volume to Capacity ratio 0.71Actuated Cycle Length (s) 94.2 Sum of lost time (s) 20.0Intersection Capacity Utilization 66.4% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis2: SR 32 & Old SR 40 12/19/2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 30 68 50 13 128 30 93 15 19 30 15 30Sign Control Free Free Stop StopGrade 0% 0% 0% 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 0.92Hourly flow rate (vph) 33 74 54 14 139 33 101 16 21 33 16 33PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 711pX, platoon unblockedvC, conflicting volume 172 128 347 339 74 335 361 139vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 172 128 347 339 74 335 361 139tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 98 99 82 97 98 94 97 96cM capacity (veh/h) 1405 1458 558 563 988 577 548 909

Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 NB 2 SB 1 SB 2Volume Total 33 74 54 14 139 33 101 37 33 49Volume Left 33 0 0 14 0 0 101 0 33 0Volume Right 0 0 54 0 0 33 0 21 0 33cSH 1405 1700 1700 1458 1700 1700 558 741 577 745Volume to Capacity 0.02 0.04 0.03 0.01 0.08 0.02 0.18 0.05 0.06 0.07Queue Length 95th (ft) 2 0 0 1 0 0 16 4 4 5Control Delay (s) 7.6 0.0 0.0 7.5 0.0 0.0 12.9 10.1 11.6 10.2Lane LOS A A B B B BApproach Delay (s) 1.5 0.6 12.1 10.7Approach LOS B B

Intersection SummaryAverage Delay 5.1Intersection Capacity Utilization 31.9% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis3: Access 2 & SR 40 12/19/2014


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 0 79 1215 31 31 518Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 86 1321 34 34 563PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 709pX, platoon unblocked 0.99vC, conflicting volume 1686 677 1354vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1669 677 1354tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 78 93cM capacity (veh/h) 80 395 504

Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 0 86 880 474 34 282 282Volume Left 0 0 0 0 34 0 0Volume Right 0 86 0 34 0 0 0cSH 1700 395 1700 1700 504 1700 1700Volume to Capacity 0.09 0.22 0.52 0.28 0.07 0.17 0.17Queue Length 95th (ft) 0 20 0 0 5 0 0Control Delay (s) 0.0 16.6 0.0 0.0 12.7 0.0 0.0Lane LOS A C BApproach Delay (s) 16.6 0.0 0.7Approach LOS C



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 96 34 19 77 32 37 12 676 110 90 1352 263Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.95 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1762 1770 1714 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.12 1.00 1.00 0.32 1.00 1.00Satd. Flow (perm) 1770 1762 1770 1714 218 3539 1583 590 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 104 37 21 84 35 40 13 735 120 98 1470 286RTOR Reduction (vph) 0 18 0 0 37 0 0 0 43 0 0 49Lane Group Flow (vph) 104 40 0 84 38 0 13 735 77 98 1470 237Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 8.3 6.9 7.3 5.9 50.6 49.5 49.5 55.6 52.0 52.0Effective Green, g (s) 8.3 6.9 7.3 5.9 50.6 49.5 49.5 55.6 52.0 52.0Actuated g/C Ratio 0.10 0.08 0.09 0.07 0.61 0.59 0.59 0.67 0.62 0.62Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 176 146 155 121 153 2103 941 445 2209 988v/s Ratio Prot c0.06 c0.02 0.05 0.02 0.00 0.21 c0.01 c0.42v/s Ratio Perm 0.05 0.05 0.14 0.15v/c Ratio 0.59 0.27 0.54 0.31 0.08 0.35 0.08 0.22 0.67 0.24Uniform Delay, d1 35.9 35.8 36.4 36.8 8.3 8.7 7.2 5.3 10.1 6.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.2 1.0 3.8 1.5 0.2 0.1 0.0 0.3 0.8 0.1Delay (s) 41.1 36.9 40.2 38.3 8.5 8.8 7.2 5.5 10.8 7.0Level of Service D D D D A A A A B AApproach Delay (s) 39.6 39.3 8.5 10.0Approach LOS D D A A





Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 0 88 520 327 67 780 780Volume Left 0 0 0 0 67 0 0Volume Right 0 88 0 67 0 0 0cSH 1700 579 1700 1700 786 1700 1700Volume to Capacity 0.09 0.15 0.31 0.19 0.09 0.46 0.46Queue Length 95th (ft) 0 13 0 0 7 0 0Control Delay (s) 0.0 12.3 0.0 0.0 10.0 0.0 0.0Lane LOS A B BApproach Delay (s) 12.3 0.0 0.4Approach LOS B



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 244 2 21 92 24 24 10 1270 56 16 405 48Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.86 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1606 1770 1723 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.48 1.00 1.00 0.09 1.00 1.00Satd. Flow (perm) 1770 1606 1770 1723 889 3539 1583 161 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 265 2 23 100 26 26 11 1380 61 17 440 52RTOR Reduction (vph) 0 20 0 0 24 0 0 0 12 0 0 25Lane Group Flow (vph) 265 5 0 100 28 0 11 1380 49 17 440 27Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 19.2 10.4 16.2 7.4 46.4 45.8 45.8 47.6 46.4 46.4Effective Green, g (s) 19.2 10.4 16.2 7.4 46.4 45.8 45.8 47.6 46.4 46.4Actuated g/C Ratio 0.21 0.12 0.18 0.08 0.52 0.51 0.51 0.53 0.52 0.52Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 379 186 320 142 466 1809 809 107 1833 820v/s Ratio Prot c0.15 c0.00 0.06 c0.02 0.00 c0.39 c0.00 0.12v/s Ratio Perm 0.01 0.03 0.08 0.02v/c Ratio 0.70 0.03 0.31 0.20 0.02 0.76 0.06 0.16 0.24 0.03Uniform Delay, d1 32.5 35.1 31.9 38.3 10.5 17.5 11.0 14.0 11.9 10.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.6 0.1 0.6 0.7 0.0 2.0 0.0 0.7 0.1 0.0Delay (s) 38.1 35.2 32.4 39.0 10.5 19.5 11.1 14.7 12.0 10.6Level of Service D D C D B B B B B BApproach Delay (s) 37.8 34.7 19.1 11.9Approach LOS D C B B

Intersection SummaryHCM Average Control Delay 20.8 HCM Level of Service CHCM Volume to Capacity ratio 0.70Actuated Cycle Length (s) 89.6 Sum of lost time (s) 20.0Intersection Capacity Utilization 62.0% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group


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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 105 10 21 84 13 11 13 654 121 18 1419 290Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.90 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1674 1770 1734 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.10 1.00 1.00 0.35 1.00 1.00Satd. Flow (perm) 1770 1674 1770 1734 194 3539 1583 656 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 114 11 23 91 14 12 14 711 132 20 1542 315RTOR Reduction (vph) 0 22 0 0 12 0 0 0 44 0 0 48Lane Group Flow (vph) 114 12 0 91 14 0 14 711 88 20 1542 267Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 8.9 4.4 7.9 3.4 54.5 53.4 53.4 55.1 53.7 53.7Effective Green, g (s) 8.9 4.4 7.9 3.4 54.5 53.4 53.4 55.1 53.7 53.7Actuated g/C Ratio 0.11 0.05 0.10 0.04 0.66 0.64 0.64 0.66 0.65 0.65Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 190 89 168 71 148 2274 1017 454 2287 1023v/s Ratio Prot c0.06 0.01 0.05 c0.01 c0.00 0.20 0.00 c0.44v/s Ratio Perm 0.06 0.06 0.03 0.17v/c Ratio 0.60 0.14 0.54 0.20 0.09 0.31 0.09 0.04 0.67 0.26Uniform Delay, d1 35.4 37.5 35.9 38.5 7.4 6.6 5.6 4.9 9.2 6.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.0 0.7 3.5 1.4 0.3 0.1 0.0 0.0 0.8 0.1Delay (s) 40.4 38.2 39.4 40.0 7.7 6.7 5.7 4.9 10.0 6.4Level of Service D D D D A A A A B AApproach Delay (s) 39.9 39.5 6.6 9.4Approach LOS D D A A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 244 15 21 92 43 50 10 1349 56 53 436 48Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.91 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1698 1770 1713 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.47 1.00 1.00 0.07 1.00 1.00Satd. Flow (perm) 1770 1698 1770 1713 877 3539 1583 133 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 265 16 23 100 47 54 11 1466 61 58 474 52RTOR Reduction (vph) 0 19 0 0 37 0 0 0 11 0 0 23Lane Group Flow (vph) 265 20 0 100 64 0 11 1466 50 58 474 29Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 20.3 16.1 12.5 8.3 54.7 54.0 54.0 59.1 56.2 56.2Effective Green, g (s) 20.3 16.1 12.5 8.3 54.7 54.0 54.0 59.1 56.2 56.2Actuated g/C Ratio 0.20 0.16 0.12 0.08 0.54 0.53 0.53 0.58 0.55 0.55Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 354 269 218 140 479 1883 842 124 1960 876v/s Ratio Prot c0.15 0.01 0.06 c0.04 0.00 c0.41 c0.01 0.13v/s Ratio Perm 0.01 0.03 0.26 0.02v/c Ratio 0.75 0.07 0.46 0.46 0.02 0.78 0.06 0.47 0.24 0.03Uniform Delay, d1 38.2 36.3 41.4 44.5 10.9 19.0 11.5 16.0 11.7 10.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 8.4 0.1 1.5 2.4 0.0 2.1 0.0 2.8 0.1 0.0Delay (s) 46.6 36.5 42.9 46.8 10.9 21.1 11.5 18.8 11.7 10.3Level of Service D D D D B C B B B BApproach Delay (s) 45.3 44.9 20.6 12.3Approach LOS D D C B

Intersection SummaryHCM Average Control Delay 23.5 HCM Level of Service CHCM Volume to Capacity ratio 0.77Actuated Cycle Length (s) 101.5 Sum of lost time (s) 20.0Intersection Capacity Utilization 70.8% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group




Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 0 86 968 518 34 307 307Volume Left 0 0 0 0 34 0 0Volume Right 0 86 0 34 0 0 0cSH 1700 358 1700 1700 448 1700 1700Volume to Capacity 0.09 0.24 0.57 0.30 0.08 0.18 0.18Queue Length 95th (ft) 0 23 0 0 6 0 0Control Delay (s) 0.0 18.2 0.0 0.0 13.7 0.0 0.0Lane LOS A C BApproach Delay (s) 18.2 0.0 0.7Approach LOS C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 105 35 21 84 33 38 13 735 121 91 1481 290Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.94 1.00 0.92 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 1757 1770 1714 1770 3539 1583 1770 3539 1583Flt Permitted 0.95 1.00 0.95 1.00 0.09 1.00 1.00 0.30 1.00 1.00Satd. Flow (perm) 1770 1757 1770 1714 173 3539 1583 550 3539 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 114 38 23 91 36 41 14 799 132 99 1610 315RTOR Reduction (vph) 0 20 0 0 36 0 0 0 42 0 0 47Lane Group Flow (vph) 114 41 0 91 41 0 14 799 90 99 1610 268Turn Type Prot Prot pm+pt Perm pm+pt PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 2 2 6 6Actuated Green, G (s) 8.8 7.4 7.5 6.1 56.3 55.1 55.1 61.1 57.5 57.5Effective Green, g (s) 8.8 7.4 7.5 6.1 56.3 55.1 55.1 61.1 57.5 57.5Actuated g/C Ratio 0.10 0.08 0.08 0.07 0.63 0.61 0.61 0.68 0.64 0.64Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 174 145 148 117 130 2176 973 424 2271 1016v/s Ratio Prot c0.06 0.02 0.05 c0.02 0.00 0.23 c0.01 c0.45v/s Ratio Perm 0.07 0.06 0.15 0.17v/c Ratio 0.66 0.28 0.61 0.35 0.11 0.37 0.09 0.23 0.71 0.26Uniform Delay, d1 38.9 38.6 39.7 39.9 9.1 8.6 7.0 5.3 10.5 6.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 8.6 1.1 7.4 1.8 0.4 0.1 0.0 0.3 1.0 0.1Delay (s) 47.5 39.7 47.0 41.6 9.5 8.7 7.1 5.6 11.6 7.1Level of Service D D D D A A A A B AApproach Delay (s) 44.8 44.6 8.5 10.6Approach LOS D D A B

Intersection SummaryHCM Average Control Delay 13.5 HCM Level of Service BHCM Volume to Capacity ratio 0.67Actuated Cycle Length (s) 89.6 Sum of lost time (s) 16.0Intersection Capacity Utilization 66.8% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group




Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 0 88 572 353 67 855 855Volume Left 0 0 0 0 67 0 0Volume Right 0 88 0 67 0 0 0cSH 1700 546 1700 1700 734 1700 1700Volume to Capacity 0.09 0.16 0.34 0.21 0.09 0.50 0.50Queue Length 95th (ft) 0 14 0 0 8 0 0Control Delay (s) 0.0 12.9 0.0 0.0 10.4 0.0 0.0Lane LOS A B BApproach Delay (s) 12.9 0.0 0.4Approach LOS B


north village crossings 3900 north/ highway 40 traffic

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