TRAFFIC IMPACT ANALYSIS FOR. STERLING FIFTH STREET APARTMENTS PROJECT Davis, CA. Prepared For:

Transcription

1 TRAFFIC IMPACT ANALYSIS FOR STERLING FIFTH STREET APARTMENTS PROJECT Davis, CA Prepared For: Din/Cal 3, Inc Richmond Avenue, Suite 200 Houston, Texas Prepared By: KD Anderson & Associates, Inc Taylor Road, Suite G Loomis, California (916) October 8, Sterling 5 th St Apartments- Davis.rpt Transportation Engineers

2 STERLING FIFTH STREET APARTMENTS PROJECT TRAFFIC IMPACT ANALYSIS TABLE OF CONTENTS EXECUTIVE SUMMARY... i INTRODUCTION... 1 Study Purpose and Objectives... 1 Project Description... 1 EXISTING SETTING... 4 Study Area... 4 Roadways... 4 Intersections... 4 Level of Service Analysis... 5 Existing Traffic Conditions... 7 Non-Automobile Transportation PROJECT IMPACTS Project Characteristics Existing Plus Project Level of Service Impacts Site Access Analysis Queuing Analysis Effect on Post Office Circulation EXISTING PLUS APPROVED PROJECTS (EPAP) IMPACTS EPAP Plus Project CUMULATIVE 2035 IMPACTS Cumulative 2035 Traffic Conditions Cumulative 2035 Plus Project Traffic Conditions Cumulative 2035 Traffic Conditions Plus 3 Measure R Projects Cumulative 2035 Plus 3 Measure R Projects Plus Project Traffic Conditions IMPACT SUMMARY / MITIGATION MEASURES Existing Conditions Existing Plus Project Conditions EPAP Conditions EPAP Plus Project Conditions Cumulative 2035 Conditions Without Project Cumulative 2035 Conditions With Project Cumulative 2035 Conditions Plus 3 Measure R Projects Cumulative 2035 Plus MRIC Plus Project APPENDIX... 35

3 STERLING FIFTH STREET APARTMENTS PROJECT TRAFFIC IMPACT ANALYSIS EXECUTIVE SUMMARY Project Description. This study evaluates the traffic impacts associated with the proposed Sterling Fifth Street Apartment Project in Davis. The project will be located along Fifth Street east of Pole Line Road in the vacant Families First site just east of the main post office. The project consists of a 270-unit student apartment project that includes 843 beds. The project is expected to cater to University of California Davis (UCD) students but will also have an affordable housing component. Access to the site will be along Fifth Street, at the existing Families First driveway. The project is expected to generate approximately 1,609 new daily trips. 106 new trips are project ted during the a.m. peak hour and 170 new trips will be generated in the p.m. peak hour. Existing Setting. Levels of Service were evaluated for six intersections in the area of the proposed project. The analysis considered both a.m. and p.m. traffic for analysis. The existing intersections operate at acceptable levels of service, at LOS C or better. Existing Plus Project Specific Impacts. The existing operating level of service will be maintained with the addition of project traffic. All locations operate at LOS C or better. Thus the project s impact is not significant based on this criterion. Pedestrians, automobiles and bicycles will mix at the trail crossing on the project driveway, as was the case when Families First was in operation on this site. While review of the current landscaping plan indicates that potential conflicts will be resolved by providing adequate sight distance for all transportation modes, this issue will need to be reviewed when the final landscape plan is prepared, and project impact is not significant with the development of sight distance satisfying City requirements. Pedestrian access to the westbound Unitrans bus stop was identified earlier as being about 300 west of the project. The closest crossing is at the 5 th Street / Pole Line Road intersection about 350 from the west side of the site. It is possible that students may cross 5 th Street mid-block to reach the bus stop because of the out of direction travel. The following mitigation should be undertaken to facilitate pedestrian travel across 5 th Street: - A mid-block pedestrian crossing should be constructed along the project frontage to facilitate pedestrian crossings of 5 th Street. The crossing should include a rectangular rapid flashing beacon (RRFB) to alert approaching motorists of impending pedestrian traffic. Standard City of Davis conditions or approval will require payment of existing MPFP fees as mitigation for city-wide impacts. Traffic Impact Analysis for Sterling Fifth Street Apartments, Davis, CA (October 8, 2015) Page i

4 Existing Plus Approved Projects (EPAP) Setting. All intersections will continue to operate at acceptable levels of service, at LOS C or better. EPAP Plus Project Specific Impacts. The addition of the project will maintain acceptable levels of service at the study intersections, at LOS C or better. The project s impacts are not significant and no additional mitigation is required. Cumulative Year 2035 Conditions without Project. The analysis of Cumulative 2035 impacts is intended to consider the impact of this project within the context of future conditions in the City of Davis. The Cumulative 2035 Traffic Conditions assume the existing land uses are maintained. Cumulative 2035 traffic volumes along the study roadways were based on information provided in the Mace Ranch Innovation Center (MRIC) Draft EIR. All intersections and roadway segments will operate at LOS E or better. This is consistent with the City of Davis LOS thresholds. No recommendations are made. Cumulative Year 2035 Conditions with Project. The addition of the project will maintain acceptable levels of service at all study intersections, with each intersection operating at LOS E or better. Additionally, all roadway segments will continue to operate with acceptable City thresholds, at LOS E or better. The project s impacts are not significant and no additional mitigation is required. Cumulative Year 2035 Conditions with 3 Measure R Projects without Project. Under the Cumulative 2035 plus 3 Measure R Projects scenario identified in the MRIC Draft EIR all roadway segments except one will operate at LOS E or better. The Pole Line Road segment between 5 th Street and Cowell Blvd will operate at LOS F. No improvements are available to deliver Level of Service meeting City standards. Cumulative Year 2035 Conditions with 3 Measure R Projects and Project. Under the Cumulative 2035 plus 3 Measure R Projects plus Project scenario, all roadway segments except one will continue to operate at LOS E or better. The Pole Line Road segment between 5 th Street and Cowell Blvd will continue to operate at LOS F. The project will add 47 trips along this segment, or 2.4% of the total peak hour traffic. Based on City of Davis significance criteria this is within the 5% permissible increment and is not considered a significant impact. No additional mitigations are required. Traffic Impact Analysis for Sterling Fifth Street Apartments, Davis, CA (October 8, 2015) Page ii

5 STERLING FIFTH STREET APARTMENTS PROJECT TRAFFIC IMPACT ANALYSIS INTRODUCTION Study Purpose and Objectives This study evaluates the traffic impacts associated with the proposed Sterling Fifth Street Apartment Project in Davis. The project is located along Fifth Street east of Pole Line Road in the vacant Families First site just east of the main post office. The project consists of a 270-unit apartment project that includes 843 beds. The project is expected to cater to University of California Davis (UCD) students but will also have an affordable housing component. Access to the site will be along Fifth Street, at the existing driveway. The study parameters are consistent with City of Davis guidelines. The study addresses the following traffic scenarios: 1. Existing A.M. and P.M. Peak Hour Traffic Conditions; 2. Existing Plus Project A.M. and P.M. Peak Hour Traffic Conditions; 3. Existing Plus Approved Projects (EPAP) A.M. and P.M. Peak Hour Conditions; 4. EPAP Plus Project A.M. and P.M. Peak Hour Conditions; 5. Cumulative Year 2035 Conditions without Project; 6. Cumulative Year 2035 Conditions with Project; 7. Cumulative Year 2035 Conditions with 3 Measure R Projects; and 8. Cumulative Year 2035 Plus 3 Measure R Projects and the Project. The objective of this study is to identify what effects the projects will have on the area roadway network and local intersections. Project Description The Sterling Fifth Street project is an apartment complex that is focused primarily on providing housing for University of California Davis (UCD) students. The project will provide 270 apartment units, of which 192 will be student related housing. The remaining 68 units will be affordable multifamily residential. The unit types will vary, with the student housing consisting of 1, 2, 4 and 5 bedroom units while the multifamily units will be 1, 2 or 3 bedrooms. The project will have a total of 843 beds. Access to the project will include a primary access driveway along Fifth Street about midway along the project frontage. A 6-level parking structure on the south side of the site will be constructed as part of the project. The location of the project is illustrated in Figure 1. Figure 2 presents the proposed site plan for the project. Traffic Impact Analysis for Page 1 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

6 PROJECT LOCATION KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 VICINITY MAP figure 1

7 KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 SITE PLAN Figure 2

8 EXISTING SETTING Study Area This study addresses traffic conditions on the adjacent roadways that will be used to access the site and a review of the site plan. The text that follows describes these facilities. Roadways 5 th Street. 5 th Street is identified as a major arterial west of Pole Line Road and a minor arterial east of Pole Line Road. Between Pole Line Road and Cantrill Drive the road consists of two lanes in each direction with a center turn lane. Just west of the Cantrill Drive roundabout the road narrows to single lanes in each direction and continues as a two-lane roadway east to Alhambra Drive. Bike lanes are present in both directions and parking is prohibited. A multi-purpose trail runs parallel to both sides of 5 th Street. October 2011 traffic counts show traffic along 5 th Street east of the post office to be about 10,330 average daily traffic (ADT) while daily count data collected in May 2012 shows traffic volumes west of the post office to be about 11,400 ADT. The posted speed along 5 th Street is 30 mph. The main post office is located in the southeast quadrant of the Pole Line Road / 5 th Street intersection with public ingress along 5 th Street and right turn only egress along Pole Line Road. The post office 5 th Street driveway is located about 300 west of the proposed project access main driveway. The center turn lane along 5 th Street is available for westbound left turning traffic to queue to enter the post office. Intersections The quality of traffic flow is often governed by the operation of the local intersections. For this study six intersections were identified for evaluation. The study locations include: The Pole Line Road / East 8 th Street intersection is located north of the project site. The intersection is signalized with protected left turns along Pole Line Road and permitted left turns along East 8 th Street. The approaches along Pole Line Road include dedicated left and right turn lanes and a single through lane. The approaches along East 8 th Street include a through-left lane and a dedicated right turn lane. Bicycle lanes are present along each approach along with marked crosswalks. The 5 th Street / L Street intersection is located west of the project site. The intersection is signalized with protected left turns along each approach. The westbound 5 th Street approach includes a dedicated left turn lane, one though lane and a right turn lane while the eastbound approach includes a dedicated left turn lane and a through-right lane. A westbound bike lane begins about 100 east of the intersection and continues west along 5 th Street while an eastbound bike lane terminates at L Street; a bike path is present along the south side of 5 th Street between L Street and Pole Line Road. Marked crosswalks are present along each approach. Traffic Impact Analysis for Page 4 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

9 The Pole Line Road / 5 th Street intersection is located west of the project site. The intersection is signalized with protected left turns along each approach. The 5 th Street approaches include dedicated left turn lanes, two through lanes and a free right turn lane while the Pole Line Road approaches include dedicated left turn lanes, single through lanes and free right turn lanes. Bicycle lanes are present along each approach along with marked crosswalks. The 5 th Street / Cantrill Drive intersection is located east of the project site. The intersection is a tee intersection and consists of a single lane roundabout. Bicycle lanes are present on each of the approaches but terminate prior to entering the roundabout. The bicycle lanes resume after departing the roundabout. Marked crosswalks are present along each approach. The 2 nd Street / Cantrill Drive intersection is located southeast of the project site. The intersection is a tee intersection and consists of stop control along Cantrill Drive. Eastbound 2 nd Street includes a dedicated left turn lane and a through lane while the westbound approach includes a through lane and a dedicated right turn lane. Southbound Cantrill Drive includes left and right turn lanes. Bike lanes are present along all roadways and a marked crosswalk is present across Cantrill Drive. The Cowell Blvd / Pole Line Road / Lillard Drive intersection is a signal controlled intersection southwest of the project site. The intersection is a four leg intersection. The westbound Lillard Drive approach includes a dedicated left turn lane, two through lanes and a free right turn lane while eastbound Pole Line Road includes a dedicated left turn lane, one through lane and an exclusive right turn lane. Cowell Blvd includes dedicated left and right turn lanes and a single through lane. Pedestrian access is provided with crosswalks across all approaches. Bicycle lanes exist along all approaches. Level of Service Analysis Methodology. Level of Service Analysis has been employed to provide a basis for describing existing traffic conditions and for evaluating the significance of project traffic impacts. Level of Service measures the quality of traffic flow and is represented by letter designations from "A" to "F", with a grade of "A" referring to the best conditions, and "F" representing the worst conditions. Table 1 presents typical Level of Service characteristics. Local agencies adopt minimum Level of Service standards for their facilities. The City of Davis identifies LOS E as the acceptable Level of Service within the City during the peak hour while LOS F is acceptable for the Core Area. The 2010 Highway Capacity Manual was used to provide a basis for describing existing traffic conditions and for evaluating the significance of project traffic impacts. Unsignalized intersections were analyzed using the methodology documented in the 2010 Highway Capacity Manual. This method considers gap acceptance and the average delay of motorists on minor streets and in main line turn lanes to calculate the weighted average total delay for each controlled movement and for the intersection as a whole. The intersection levels of service presented in this analysis are based on the weighted average total delay per vehicle for the intersection as a whole based on the delay thresholds shown in Table 1. Traffic Impact Analysis for Page 5 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

10 TABLE 1 LEVEL OF SERVICE DEFINITIONS Level of Service Signalized Intersection Unsignalized Intersection Roadway (Daily) "A" Uncongested operations, all queues Little or no delay. Completely free flow. clear in a single-signal cycle. Delay < 10 sec/veh Delay < 10.0 sec "B" "C" "D" "E" Uncongested operations, all queues clear in a single cycle. Delay > 10.0 sec and < 20.0 sec Light congestion, occasional backups on critical approaches. Delay > 20.0 sec and < 35.0 sec Significant congestion of critical approaches but intersection functional. Cars required to wait through more than one cycle during short peaks. No long queues formed. Delay > 35.0 sec and < 55.0 sec Short traffic delays. Delay > 10 sec/veh and < 15 sec/veh Average traffic delays. Delay > 15 sec/veh and < 25 sec/veh Long traffic delays. Delay > 25 sec/veh and < 35 sec/veh Severe congestion with some long Very long traffic delays, failure, standing queues on critical extreme congestion. approaches. Blockage of intersection Delay > 35 sec/veh and may occur if traffic signal does not < 50 sec/veh provide for protected turning movements. Traffic queue may block nearby intersection(s) upstream of critical approach(es). Delay > 55.0 sec and < 80.0 sec "F" Total breakdown, stop-and-go operation. Delay > 80.0 sec Intersection blocked by external causes. Delay > 50 sec/veh Sources: 2010 Highway Capacity Manual, Transportation Research Board (TRB). Free flow, presence of other vehicles noticeable. Ability to maneuver and select operating speed affected. Unstable flow, speeds and ability to maneuver restricted. At or near capacity, flow quite unstable. Forced flow, breakdown. Significance Thresholds. Intersections: Significant traffic impacts at intersections within the City of Davis jurisdiction are defined when the addition of proposed project traffic causes any of the following: a) For signalized intersections outside the Core Area, causes overall intersection operations to deteriorate from an acceptable level (LOS E or better in the AM or PM peak hour) to an unacceptable level (LOS F in the AM or PM peak hour); b) For signalized intersections outside the Core Area, exacerbate unacceptable (LOS F) operations by increasing an intersection s average delay by five seconds or more; Traffic Impact Analysis for Page 6 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

11 c) For unsignalized intersections outside the Core Area, causes the worst-case movement (or average of all movements for all-way stop-controlled intersections) to deteriorate from an acceptable level (LOS E or better in the AM or PM peak hour) to an unacceptable level (LOS F in the AM or PM peak hour) and meet the California Manual on Uniform Traffic Control Devices (MUTCD) peak hour signal warrant; d) For unsignalized intersections outside the Core Area that operate unacceptably (LOS F in the AM or PM peak hour) and meet MUTCD s peak hour signal warrant without the project, exacerbate operations by increasing the overall intersection s volume by more than one percent; or e) For unsignalized intersections that operate unacceptably, but do not meet MUTCD s peak hour signal warrant without the project, add sufficient volume to meet the MUTCD peak hour signal warrant. Roadway Segments: Significant traffic impacts on roadway segments within the City of Davis are defined when the addition of proposed project traffic causes any of the following: a) The operating level of a roadway segment deteriorates from LOS E (or better) to LOS F; or b) The traffic volume on a roadway segment already operating at LOS F, without the project, increases by more than five percent. Existing Traffic Conditions A.m. and p.m. traffic counts were conducted during the week of October 13, 2014 for the following intersections: Cowell Blvd / Pole Line Road / Lillard Avenue, 5 th Street / L Street, 5 th Street / Pole Line Road and 2 nd Street / Cantrill Drive. Traffic counts for the 5 th Street / Cantrill Drive intersection were conducted during the week of May 26, 2015; traffic counts for the Pole Line Road / 8 th Street intersection were derived from the traffic counts conducted for The Cannery project. Intersection Levels of Service. The Level of Service for signalized and unsignalized intersections is based on and measured in terms of control delay for the peak fifteen-minute analysis period. Table 2 summarizes current Levels of Service at the study area intersections during the a.m. and p.m. peak hour. All intersections currently operate at acceptable levels of service, at LOS C or better. Traffic volumes at the 2 nd Street / Cantrill Drive intersection were evaluated to determine if the peak hour traffic signal warrant, published in the CA MUTCD was met. The warrant, analyzing the peak hour delays and peak hour volumes is frequently the first warrant that can be met to determine if an intersection should be signalized. This intersection does not meet the peak hour warrant, and it is unlikely that any other warrant would be met under existing traffic conditions. Traffic Impact Analysis for Page 7 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

12 Location TABLE 2 EXISTING PEAK HOUR LEVELS OF SERVICE AT INTERSECTIONS Control AM Peak Hour PM Peak Hour Peak Hour Average Average Warrants LOS Delay (secs) LOS Delay (secs) Met? 1. Pole Line Blvd/8 th St Signal B 11.7 B 14.3 N/A 2. 5 th St / L St Signal B 16.2 B 19.7 N/A 3. 5 th St / Pole Line Rd Signal B 18.7 C 27.3 N/A 4. 5 th St /Project Access NB approach WB left turn NB Stop 5. 5 th St / Cantrill Dr Roundabout A 6.5 A 7.8 N/A 6. 2 nd St / Cantrill Dr SB approach EB left turn SB Stop 7. Cowell Blvd/Pole Line Rd - Lillard Dr Signal B 19.3 C 20.0 N/A B A C A No No Traffic Impact Analysis for Page 8 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

13 PROJECT SITE (110) 393 (347) 9 (22) (116) 49 (114) 44 (167) (21) 104 (65) 42 (40) (138) 103 (430) 205 (61) (60) 165 (120) 50 (45) (76) 35 (326) 148 (120) (66) 356 (353) 56 (61) (95) 59 (203) 74 (115) (99) 315 (273) 162 (158) (87) 27 (223) 89 (197) (200) 177 (143) 95 (101) (42) 8 (178) 175 (332) 235 (190) 111 (0) 0 (571) 362 (0) (444) Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (348) 196 (97) (328) 6 (4) (122) 75 (17) 8 R (23) 85 (107) (27) 12 (440) (114) 237 (369) 165 (155) 82 (100) 13 (3) (180) 113 (198) 156 (157) (6) 199 (182) 178 (154) (170) 117 (141) 49 (189) th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 EXISTING TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 3

14 Non-Automobile Transportation Public Transit. Unitrans and Yolo Bus provide public transit service in Davis. The facilities serving the area of the proposed project include: 1. Unitrans. This is operated by the University of California. The A route operates along 5 th Street past the project site in both directions along 5 th Street. The route begins at The Silo terminal on the UCD campus and proceeds through downtown Davis to L Street where it then continues along 5 th Street past the project site, into Mace Ranch and to South Davis where it turns and heads back to the UCD campus. The route operates in the midweek on about 30 minute headways, departing The Silo between 7:00 a.m. to 6:00 p.m. and then on an hourly schedule until about 8:10 p.m. (Note: UCD is currently operating under their summer schedule; the 2015/2016 schedule goes into effect August 2015). The A line does not currently operate weekend service. The O Line operates only on weekends. The route begins at The Silo Terminal and proceeds through downtown Davis to 5 th Street. The route passes the project site and heads to Target where it turns around and loops west to State Route 113 and then back to The Silo. The route operates on hourly headways from about 9:00 a.m. to 5:00 p.m. 2. Yolo Bus. Yolo Bus does not provide service in the vicinity of the project. Bicycle and Pedestrian Facilities. Bicycle and pedestrian facilities are available throughout the City of Davis. The City has developed an extensive bicycle system extending into the University and Yolo County. On-street and off-street facilities are available in the project area with marked bike lanes along 5 th Street. Bike lanes are not present along 5 th Street between Pole Line Road and L Street; however, a bike path exists along the south side of roadway. At L Street westbound bicyclists using the path can choose to use the bike lanes along 5 th Street or the bike lanes along 3 rd Street heading toward the campus. Eastbound bicyclists traveling along 5 th Street at L Street can exit the roadway and continue along the bike path to Pole Line Road where they can re-enter 5 th Street in a marked bike lane. Traffic Impact Analysis for Page 10 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

15 PROJECT IMPACTS Project Characteristics The development of this project will attract additional traffic to the project site. The amount of additional traffic on a particular section of the street network is dependent upon two factors: I. Trip Generation, the number of new trips generated by the project, and II. Trip Distribution and Assignment, the specific routes that the new traffic takes. Trip Generation. Trip generation is determined by identifying the type and size of land use being developed. Recognized sources of trip generation data may then be used to calculate the total number of trip ends. The trip generation of the project was computed using two sources. For the affordable multifamily component, peak hour rates were obtained from rates published in Trip Generation (Institute of Transportation Engineers, 9th Edition, 2013). Because no ITE rates are available for student housing, two similar off-campus student housing sites were surveyed to determine peak hour motor vehicle trip generation rates. The two sites studied included: the Greystone Apartments located east of the project site just west of the 5 th Street / Cantrill Drive intersection; and the University Village Apartments located on Cantrill Drive. Peak hour traffic volumes for both apartment complexes were surveyed during the week of May 26, Peak hour rates were developed based on the trips recorded and the number of beds available in each complex. The number of beds was used as the independent variable as these units are rented by bed. The rates used for this analysis were an average of the two sites studied. Table 3 displays the daily, a.m. and p.m. peak hour trip generation for the site. The proposed project is expected to generate 1,609 daily trips with 106 a.m. and 170 p.m. peak hour trips. Estimates have also been made for development based on the underlying light industrial land use designation. As noted, that development could yield 311 daily trips, with 45 trips originating in the a.m. peak hour and 44 trips generated in the p.m. peak hour. Trip Distribution. The distribution of project traffic was determined based on review of the existing traffic counts at the surrounding intersections and at existing student housing driveways, as well as existing and future travel patterns in the area. Table 4 displays the trip distribution assumptions used for the proposed projects. Trip Assignment. Traffic generated by the project was added to existing peak hour volumes based on the projected distribution percentages. Figure 4 displays the project generated traffic based on the existing access configuration. Figure 5 displays the resulting a.m. and p.m. peak hour volumes at the study intersections for the Existing plus Project condition. Traffic Impact Analysis for Page 11 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

16 Land Use University Related Housing Multifamily Residential Amount Daily TABLE 3 PROJECT TRIP GENERATION Trip Generation Rate AM Peak Hour PM Peak Hour Daily Trips AM Peak Hour PM Peak Hour Proposed Project 712 Beds 5.961* , (202 units) 68 Units 5.961* Net New Trips 1, In Out In Out In Out In Out University Related Housing 20% 80% 63% 37% Multifamily Residential 20% 80% 65% 35% Land Use Amount Daily Total New Trips - Directional Underlying Zoning Trip Generation Rate AM Peak Hour PM Peak Hour Daily Trips AM Peak Hour PM Peak Hour Light Industrial 6 acres * City traffic model traffic daily trip generation rate Note - numbers may not match due to rounding Route TABLE 4 PROJECT TRIP DISTRIBUTION % of Total Trips Student Housing Multifamily AM PM AM PM West on 5 th Street 50% 20% 10% 10% West on L Street (to 3 rd Street) 20% 25% 10% 10% North on Pole Line Road 5% 10% 15% 15% East on 5 th Street 10% 10% 20% 15% East on 2 nd Street 10% 10% 20% 15% West on Cowell Blvd 5% 5% 20% 20% East on Cowell Blvd 0% 5% 0% 5% South to Oakshade Town Center 0% 15% 5% 10% Total 100% 100% 100% 100% Traffic Impact Analysis for Page 12 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

17 PROJECT SITE (0) 2 (12) 0 (0) (0) 0 (0) 0 (0) 0 0 (0) 0 (0) 0 (0) (0) 0 (7) 7 (0) 0 0 (0) 0 (0) 0 (0) (0) 0 (19) 8 (0) 0 0 (0) 31 (11) 14 (13) (0) 0 (0) 0 (23) 4 0 (0) 0 (0) 2 (12) (0) 0 (42) 11 (0) 0 7 (7) 45 (24) 10 (17) (0) 0 (0) 0 (0) 0 (30) 2 (0) 0 (84) 15 0 (0) 6 (24) (48) 62 (14) 23 R1-1 Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (7) 11 (7) 11 3 (12) 0 (0) (12) 3 (0) 0 R1-1 0 (0) 11 (7) (0) 0 (0) 0 3 (12) 0 (0) 0 (5) 0 (0) 0 (0) (3) 0 (0) 0 (5) 8 0 (0) 0 (0) 0 (0) (24) 2 (0) 0 (0) 0 5 th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 PROJECT ONLY TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 4

18 PROJECT SITE (110) 395 (359) 9 (22) (116) 49 (114) 44 (167) (21) 104 (65) 42 (40) (138) 103 (437) 212 (61) (60) 165 (120) 50 (45) (76) 35 (345) 156 (120) (66) 387 (364) 70 (74) (95) 59 (203) 74 (138) (99) 315 (273) 164 (170) (87) 27 (265) 100 (197) (207) 222 (167) 105 (118) (42) 8 (178) 175 (332) 235 (220) 113 (571) 362 (84) (444) 6 (24) (48) 62 (14) 23 R1-1 Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (355) 207 (104) (340) 6 (4) (134) 78 (17) 8 R (23) 96 (114) (27) 12 (440) (126) 237 (369) 165 (160) 82 (100) 13 (3) (183) 113 (198) 156 (162) (6) 199 (182) 178 (154) (194) 119 (141) 49 (189) th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 EXISTING PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 5

19 Existing Plus Project Level of Service Impacts Intersection Levels of Service. Table 5 displays the a.m. and p.m. peak period level of service at each study intersection with the proposed project. All intersections will continue to operate within the City s level of service threshold, at LOS C or better. Neither of the un-signalized study intersections will meet the peak hour signal warrant. Thus, the project s traffic impacts are not significant from the standpoint of City LOS policy. Traffic Impact Analysis for Page 15 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

20 Location TABLE 5 EXISTING PLUS PROJECT PEAK HOUR INTERSECTION LEVELS OF SERVICE Control Existing AM Peak Hour Average LOS Delay (secs) Existing Existing plus Project Existing plus Project PM Peak Hour AM Peak Hour PM Peak Hour Average Average Average LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) 1. Pole Line Blvd/8 th St Signal B 11.7 B 14.3 B 11.7 B 14.5 N/A 2. 5 th St / L St Signal B 16.2 B 19.7 B 16.8 C 20.3 N/A 3. 5 th St / Pole Line Rd Signal B 18.7 C 27.3 B 19.4 C 30.5 N/A 4. 5 th St /Project Access NB approach WB left turn NB Stop th St / Cantrill Dr Roundabout A 6.5 A 7.8 A 6.8 A 8.0 N/A 6. 2 nd St / Cantrill Dr SB approach EB left turn SB Stop B A Cowell Blvd/Pole Line Rd - Lillard Dr Signal B 19.3 C 20.0 B 19.4 C 21.3 No C A B A B A C A C A Peak Hour Warrant Met? No No Traffic Impact Analysis for Page 16 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

21 Site Access Analysis This report section provides additional details regarding the operation of the site access on Fifth Street. Circulation Layout. The project is located along Fifth Street east of Pole Line Road, adjacent to the U.S. Post Office. The access to the site will utilize the existing driveway location of the former Families First site. The driveway is roughly 300 east of the existing Post Office driveway. An on-site circulation system will be created to connect Fifth Street with the project s parking supply. A 5-story, 6-level garage will be constructed along the south side of the site. The interior roadway network traverses the north and east sides of the site, accessing the parking structure about roughly opposite of the project driveway but on the south side of the site. Upon entering the site a motorist will make an immediate 90 left turn to follow the route to the parking structure. The exit route also involves a 90 right turn on the approach to Fifth Street. Two outbound lanes will be provided at the driveway, and the lanes will be configured for right turning and left turning vehicles. An emergency vehicle access (EVA) entry will also be provided on the west side of the project site. This EVA will traverse the west side of the site and connect to the interior roadway at the parking structure entrance. Bicycle and Pedestrian Access. The project site is located along a minor arterial roadway and many facilities are available for alternative transportation modes. A multi-use pathway is already available along both sides of 5 th Street, bikes lanes exist along the project frontage on 5 th Street and a Unitrans bus line follows 5 th Street. The closest bus stop is about 300 west of the project driveway, and Unitrans stops in both directions located at the Post Office 5 th Street driveway. The nearest marked crosswalk across 5 th Street is at the signalized Pole Line Road / 5 th Street intersection. Project residents boarding the westbound bus can cross 5 th Street at Pole Line Road and then walk east back to the bus stop which is about 250 from the intersection. However, it is reasonable to expect that some residents may elect to jaywalk directly across 5 th Street at a mid-block location, rather than walking to Pole Line Road signal. The possibility of mid-block pedestrian activity is a potential safety impact that should be mitigated. A range of pedestrian crossing enhancements were considered and evaluated based on their appropriateness at this location based on traffic volumes, crossing distances, etc. A full pedestrian traffic signal and hybrid flashing beacon were considered but judged to be inappropriate based on their effects on the flow of traffic on 5 th Street. A crosswalk with pedestrian island and rectangular rapid flashing beacons alerting motorists of pedestrian activity, as is the case today near the Anderson Ave / Amherst Drive intersection was identified. This feature would be accompanied by relocation of the eastbound 5 th Street Unitrans stop to a location adjoining the project site. With these improvements, the project s impact on pedestrian safety would be mitigated. Bicyclists can use the bike lanes along 5 th Street or the multi-use pathway heading both east and west along 5 th Street. As noted earlier, bike lanes do not exist along 5 th Street, between Pole Line Traffic Impact Analysis for Page 17 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

22 Road and L Street. It is expected that many project residents will use the bike path upon leaving the site and continue along the bike path on the south side of 5 th Street to L Street. At the L Street intersection they will have a choice to enter the westbound bike lane along 5 th Street or ride south to 3 rd Street to enter the bike lanes into downtown and the east side of the university. The project will introduce vehicular traffic across the 5 th Street multi-use path and across the eastbound bike lane, as was the case when Families First was in operation. Driveways across trails are not unusual and potential vehicle/pedestrian/bicycle conflicts are typically minimized by providing adequate sight distance for all users and by providing a crossing surface that is commensurate with automobile and motor vehicle traffic. The current landscaping plan suggests that sight distance will be adequate, and this issue will need to be addressed as the final landscaping plan is completed. Queuing Analysis A queuing analysis was undertaken for each of the stop controlled study intersections (i.e., 2 nd Street / Cantrill Drive and 5 th Street/project access) in order to confirm that the available vehicle storage will be adequate. A 95% confidence level was assumed, meaning that the forecast queue length should be exceeded only 5% of the time. The lengths of peak period queues were identified and compared to available left lane storage to determine whether spillover from turn lanes would affect the adjoining travel lanes or extend through adjacent intersections. Queue lengths were calculated using Synchro software as a byproduct of LOS analysis. Table 6 presents the projected queue lengths under each of the study scenarios. The analysis shows that the 95 th percentile queue in each location is generally one car or less (i.e., <25 feet), and in two locations the queue will be one to two vehicles. However, as the forecast queue length is less than the available storage, the left turn lanes should be adequate at both intersections, and the exit queue at the site should be accommodated. At both locations a two way left turn lane (TWLTL) is available on the major street, and side street traffic will be able to enter the main roadway and then enter the through lanes as gaps in traffic emerge. Based on the Level of Service calculations it is unlikely that an entering vehicle will have excessive wait time to enter the traffic flow and it will not be necessary to make twostep left turns at either intersection. Traffic Impact Analysis for Page 18 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

23 TABLE 6 PROJECTED 95 th PERCENTILE QUEUE LENGTHS Location 4. 5 th Street / Project Access Northbound Left Northbound Right Westbound Left 6. 2 nd Street / Cantrill Drive Southbound Left Southbound Right Eastbound Left Storage Length (feet) Existing --- / / / --- <25 / 33 <25 / <25 <25 / <25 Existing + Project <25 / <25 <25 / <25 <25 / <25 <25 / 35 <25 / <25 <25 / <25 AM/PM 95 th Percentile Queue Length (feet) EPAP --- / / / --- <25 / 33 <25 / <25 <25 / <25 EPAP + Project Year 2035 <25 / <25 <25 / <25 <25 / <25 <25 / 38 <25 / <25 <25 / < / / / / 70 <25 / <25 <25 / <25 Year 2035+Project <25/ <25 <25 / <25 < 25 / <25 83 / 78 <25 / <25 <25 / <25 (---) is value not reported Traffic Impact Analysis for Page 19 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

24 Effect on Post Office Circulation This analysis considers the relative effect of project s traffic on the use of the Post office driveway, and alternatively, the effects of Post Office traffic on the proposed site access driveway. Project Traffic Effects. The project will incrementally increase the volume of traffic on 5 th Street in the area of the Post Office driveway. Project traffic would have no effect on the flow of eastbound right turns into the Post Office. The project s eastbound traffic may incrementally lengthen delays for westbound left turns but the overall effect would be minimal. Post Office Traffic Effects. The TWLTL along 5 th Street provides storage for westbound vehicles making left turns to enter the Post Office. The distance between the two driveways is about 300 feet, and this area could accommodate about 12 waiting vehicles before blocking the project driveway. The City s average daily volume database suggests that there about 2,500 daily trips to the post office. About 70% of the traffic comes from the west while about 30% comes from the east. Under current conditions traffic turning right or left into the Post Office can sometimes be delayed with queues forming along 5 th Street due to the Post Office parking layout. The parking lot has oneway traffic flow entering from 5 th Street and exiting onto Pole Line Road. When cars are backing out of a parking stall near the driveway all inbound traffic flow can be stopped until that vehicle can begin to move forward. At this time a queue may develop along 5 th Street in both directions. Right turning vehicles would have the right-of-way over left turning vehicles, and a westbound queue can occur in the left turn lane until the driveway clears. Anecdotal evidence from City of Davis staff indicates that queuing occurs infrequently but is most noticeable when special circumstances occur (i.e., tax return filing days, Christmas season, etc.) and traffic at the post office is particularly heavy. However, there are several existing factors which help to alleviate the westbound queuing issue. The traffic signal at the adjacent 5 th Street / Pole Line Road intersection essentially meters eastbound traffic leaving the intersection and provides gaps in the flow of traffic in the eastbound direction. Westbound U-turns are allowed at the intersection, and when a westbound queue starts to develop motorists have the option of passing the driveway and making a U-turn to gain quicker access to a right turn at the post office. As a result, it is unlikely that the queue of westbound traffic would approach the project driveway. Effects of New Pedestrian Crossing. The suggested pedestrian crossing treatment noted above will have the potential effect of reducing the length of available storage for westbound left turns waiting to turn into the Post Office. The crossing and islands themselves will occupy roughly 40 feet and would be located in the area west of the driveway. The final location would need to consider the need to perpetuate access to the existing apartment driveway on the north side of the street. The existing 300 foot TWLTL area could be allocated with 175 feet for the westbound left turn lane approaching the Post Office, 40 feet for the pedestrian crossing and 80 feet for the eastbound left turn. While this treatment would reduce the area available for peak post office traffic the resulting storage will accommodate 7 waiting vehicles. This area would be adequate for the reported demands. Traffic Impact Analysis for Page 20 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

25 EXISTING PLUS APPROVED PROJECTS (EPAP) IMPACTS The analysis of the near term cumulative condition is intended to consider the impact of this project within the context of the Existing Plus Approved Projects (EPAP) conditions, i.e. projects that are approved or are reasonably foreseeable in the near term. City of Davis staff was contacted to identify any approved or pending projects within the project vicinity. Five projects were identified including the following: 1) The Villages at Willow Creek - The project is located in South Davis in the southeast quadrant of Cowell Blvd and Drummond Avenue. It consists of 35 medium density single-family residential units with four units having an accessory dwelling unit; 2) The Cannery The project is located in the old Hunts Cannery along the north side of Covell Blvd, west of J Street. It includes up to 547 residential dwelling units, 40 accessory dwelling units and up to 171,270 square feet of mixed-use commercial, office and high density residential uses; 3) Chiles Ranch The project is located along E. 8 th Street east of Pole Line Road and includes a total of 107 homes plus 21 accessory dwelling units. Of the 107 homes, 30 are attached units and 77 are detached; 4) Del Rio Live-Work The project is located in the northwest quadrant of the Pena Drive/ Del Rio Place intersection. It includes 16 office spaces on the ground floor with 16 living units on the second and third floors; and 5) Life in 3D the project is an expansion of the existing Trokanski Dance Studio located on Del Rio Place. The project includes a 174 seat live theater, dance and rehearsal rooms totaling about 3,300 square feet, a 1,400 square foot restaurant, a visual arts studio totaling about 1,500 square feet, an 1,800± square foot yoga studio and a 1,700± square foot wellness center. Existing trip generation and distribution was obtained for the first three projects and trip generation and distribution was developed for the last two projects. The resulting traffic was assigned to the project intersections. The EPAP volumes are presented in Figure 6. Intersection Levels of Service. The identified EPAP volumes were used to recalculate operating Levels of Service at the study intersections. No improvements to the study area intersections were assumed to occur with completion of all of the EPAP projects. Table 7 displays the a.m. and p.m. peak hour Levels of Service at each study intersection in the EPAP setting. All intersections will continue to operate within acceptable City thresholds, operating at LOS B or better. A peak hour warrant analysis was conducted, and none of the unsignalized intersections meet the peak hour warrant. EPAP Plus Project Impacts Intersection Levels of Service. Figure 7 displays the resulting a.m. and p.m. peak hour volumes at the study intersections under EPAP plus Project conditions. Table 7 displays the a.m. and p.m. peak period level of service at each study intersection with the proposed project. All intersections will continue to operate within the City s level of service threshold, at LOS C or better. Neither of the unsignalized study intersections will meet the peak hour signal warrant. Traffic Impact Analysis for Page 21 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

26 Location TABLE 7 EPAP PEAK HOUR LEVELS OF SERVICE AT INTERSECTIONS Control EPAP AM Peak Hour Average LOS Delay (secs) EPAP PM Peak Hour EPAP plus Project AM Peak Hour Average Average LOS Delay (secs) LOS Delay (secs) EPAP plus Project PM Peak Hour Average LOS Delay (secs) 1. Pole Line Blvd/8 th St Signal B 12.8 B 15.9 B 12.8 B 16.1 N/A 2. 5 th St / L St Signal B 16.4 C 20.0 B 17.0 C 20.7 N/A 3. 5 th St / Pole Line Rd Signal B 19.5 C 28.8 C 20.6 C 33.6 N/A 4. 5 th St /Project Access NB approach WB left turn NB Stop th St / Cantrill Dr Roundabout A 6.8 A 8.1 A 7.0 A 8.4 N/A 6. 2 nd St / Cantrill Dr SB approach EB left turn SB Stop B A B A C A Peak Hour Warrant Met? 7. Cowell Blvd/Pole Line Rd - Lillard Dr Signal C 20.7 C 22.0 C 20.8 C 23.4 N/A C A B A C A No No Traffic Impact Analysis for Page 22 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

27 PROJECT SITE (110) 428 (385) 15 (34) (116) 49 (149) 56 (169) (30) 142 (86) 56 (50) (140) 104 (467) 237 (79) (60) 169 (124) 50 (45) (76) 35 (342) 155 (120) (66) 369 (265) 56 (61) (95) 59 (207) 78 (115) (103) 338 (298) 176 (173) (94) 29 (229) 93 (200) (216) 180 (149) 97 (106) (42) 8 (180) 178 (366) 260 (194) 113 (596) 382 (0) (471) 0 (0) Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (371) 213 (99) (350) 6 (4) (127) 79 (17) 8 R (23) 88 (109) (27) 12 (441) (119) 238 (370) 173 (166) 85 (102) 13 (3) (197) 118 (202) 157 (177) (6) 202 (185) 179 (155) (196) 136 (145) 50 (190) th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 EXISTING PLUS APPROVED PROJECTS (EPAP) TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 6

28 PROJECT SITE (110) 430 (397) 15 (34) (116) 49 (149) 56 (169) (30) 142 (86) 56 (50) (140) 104 (474) 244 (79) (60) 169 (124) 50 (45) (76) 35 (361) 163 (120) (66) 400 (276) 70 (74) (95) 59 (207) 78 (138) (103) 338 (298) 178 (185) (94) 29 (271) 104 (200) (223) 225 (173) 107 (123) (42) 8 (180) 178 (366) 260 (224) 115 (596) 382 (84) (471) 6 (24) (48) 62 (14) 23 R1-1 Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (378) 224 (106) (362) 6 (4) (139) 82 (17) 8 R (23) 99 (116) (27) 12 (441) (131) 238 (370) 173 (171) 85 (102) 13 (3) (200) 118 (202) 157 (182) (6) 202 (185) 179 (155) (220) 138 (145) 50 (190) th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/2015 EPAP PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 7

29 CUMULATIVE 2035 IMPACTS The analysis of Cumulative 2035 impacts is intended to consider the impact of this project within the context of future conditions under the City of Davis General Plan while also providing information regarding other reasonably foreseeable development proposals. Cumulative 2035 traffic volumes presented herein are based on information derived from the work performed for the Mace Ranch Innovation Center Draft EIR (MRIC DEIR). Two background scenarios were considered. The first scenario assumes buildout of the City of Davis General Plan without the three Measure R projects assessed in the MRIC DEIR. That scenario is addressed based on peak hour Level of Service at study intersections as well as based on roadway segment analysis introduced in the MRIC DEIR. The second scenario includes that all three Measure R projects are also developed, and that scenario addresses impacts based only on roadway segment Level of Service following the approach taken in the MRIC DEIR. The Cumulative 2035 base traffic conditions assume the project site s current land use designations are developed. The plus Project conditions substitute the Sterling Apartments project for the underlying LI uses. Cumulative 2035 Traffic Conditions Approach. Peak hour intersection turning movement volumes were projected for the No Project Cumulative 2035 scenario. The volumes were developed from the MRIC No Project scenario traffic model and provided by Fehr and Peers in their August 7, 2015 memorandum to KD Anderson. These volumes were then manually adjusted to remove traffic associated with the underlying Industrial land use on the project site, as noted in Table 3. Figure 8 presents the Cumulative 2035 traffic volumes and lane configurations at the study intersections for the condition that assumed no site development. Intersection Levels of Service. Table 8 displays the a.m. and p.m. peak hour Levels of Service at each study intersection in the Cumulative 2035 no project condition. As indicated future growth in Davis will increase the volume of traffic along the study roadways. However, all intersections will continue to operate at a Level of Service that satisfies the City LOS threshold, (i.e., at LOS E or better). The volume of traffic at the 2 nd Street / Cantrill Drive intersection will meet the peak hour signal warrant; however, it will operate at an acceptable Level of Service with the existing side street stop. Traffic Impact Analysis for Page 25 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

30 PROJECT SITE (150) 474 (398) 10 (30) (120) 50 (230) 50 (180) 120 Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (445) 288 (105) (30) 240 (80) 50 (40) (140) 110 (483) 229 (70) (348) 70 (90) (218) 83 (20) 10 R (70) 170 (120) 70 (50) (190) 40 (418) 276 (130) (120) 178 (135) (50) 50 (600) (80) 509 (675) 79 (67) (100) 60 (220) 80 (169) (208) 340 (450) 180 (120) 360 (320) 184 (158) (130) 30 (267) 183 (240) (240) 200 (170) 20 (10) (280) 210 (200) 160 (161) (193) 228 (261) 108 (101) (50) 10 (370) 240 (350) 250 (157) (40) 230 (210) 320 (190) (287) 131 (200) 180 (410) th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd Intersection Does Not Exist Under This Scenario XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/ NO PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 8

31 Location TABLE 8 CUMULATIVE YEAR 2035 PEAK HOUR INTERSECTION LEVELS OF SERVICE Control Cumulative AM Peak Hour Average LOS Delay (secs) Cumulative Cumulative plus Project Cumulative plus Project PM Peak Hour AM Peak Hour PM Peak Hour Average Average Average LOS Delay (secs) LOS Delay (secs) LOS Delay (secs) 1. Pole Line Blvd/8 th St Signal B 15.2 B 18.1 B 15.1 B 18.4 N/A 2. 5 th St / L St Signal B 18.9 D 45.4 B 19.6 D 47.0 N/A 3. 5 th St / Pole Line Rd Signal C 24.4 E 57.5 C 25.5 E 60.1 N/A 4. 5 th St /Project Access NB approach WB left turn NB Stop th St / Cantrill Dr Roundabout A 9.3 B 11.5 A 9.7 B 12.0 N/A 6. 2 nd St / Cantrill Dr SB approach EB left turn SB Stop C A Cowell Blvd/Pole Line Rd - Lillard Dr Signal E 57.5 D 48.6 E 57.8 E 55.5 N/A * meets p.m. peak hour - Cumulative and Cumulative plus Project C A B A B A C A C A Peak Hour Warrant Met? No Yes* Traffic Impact Analysis for Page 27 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

32 Roadway Levels of Service. Roadway Level of Service was analyzed under the Cumulative 2035 conditions. The approach was consistent with that identified in the MRIC DEIR. Roadway segment Level of Service was identified using LOS thresholds for peak hour volumes developed by Fehr & Peers for the MRIC DEIR based on City of Davis roadway characteristics and the roadway capacity methodology presented in the 2010 Highway Capacity Manual. This approach defines peak hour capacities based on roadway features including number of lanes, design speed, intersection spacing, horizontal and vertical curvature, and other factors. Table 9 presents the Level of Service thresholds developed for the roadway segment analysis. Table 10 presents the projected roadway segment traffic volumes during the a.m. and p.m. peak hours for the Cumulative 2035 scenario. As shown, All roadway segments will operate above the City LOS E threshold, as the segments operate at LOS D or better. TABLE 9 ROADWAY SEGMENT LOS DEFINITIONS LOS Volume Not to Exceed (vph) Functional Classification C D E 4-Lane Major Arterial 3,170 4,400 4,770 2-Lane Major Arterial 1,370 1,650 1,780 2-Lane Minor Arterial 1,030 1,450 1,750 Collector ,110 Local Source: Mace Ranch Innovation Center DEIR TABLE 10 CUMULATIVE 2035 ROADWAY SEGMENT LEVELS OF SERVICE Roadway Location Facility Classification Cumulative Conditions Cumulative plus Project Conditions AM PM AM PM Pole Line Rd South of 5 th Street 2-Lane Major Arterial 1,280 / C 1,650 / D 1,292 / C 1,697 / E North of 5 th Street 2-Lane Minor Arterial 1,080 / D 1,280 / D 1,089 / D 1,299 / D 5 th Street West of Pole Line Road 4-Lane Major Arterial 1,050 / C 1,400 / C 1,106 / C 1,466 / C East of Pole Line Road 4-Lane Minor Arterial 910 / C* 1,170 / D* 938 / C* 1,208 / D* East of Cantrill Drive 2-Lane Minor Arterial 680 / C 910 / C 694 / C 929 / C Cantrill Dr South of 5 th Street Collector 320 / C 440 / D 334 / C 459 / D * 2-lane segment entering roundabout at 5 th Street / Cantrill Drive Traffic Impact Analysis for Page 28 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

33 Cumulative 2035 Plus Project Traffic Conditions Intersection Levels of Service. Figure 9 displays the Cumulative Year 2035 plus Project volumes and lane configurations at each study intersection, while Table 8 displays the resulting a.m. and p.m. peak hour Levels of Service at each study intersection with the project. As shown, the addition of project traffic will incrementally add to the volumes along 5 th Street, Pole Line Road and Cantrill Drive. However, all intersections will continue to operate within the City s minimum Level of Service threshold, at LOS E or better. The 2 nd Street / Cantrill Drive intersection will continue to meet the peak hour signal warrant, but will operate at an acceptable Level of Service. Roadway Levels of Service. Table 10 presents the roadway segment volumes during the a.m. and p.m. peak hours for the Cumulative 2035 plus Project scenario. All roadway segments will operate above the City LOS threshold, at LOS E or better. Cumulative 2035 Traffic Conditions plus 3 Measure R Projects An analysis was undertaken to evaluate the Cumulative 2035 plus the 3 Measure R projects addressed in the MRIC DEIR. This analysis was consistent with the approach taken in the MRIC DEIR and in that document is termed the CEQA Cumulative Plus Project condition. Table 11 displays the Cumulative 2035 plus 3 Measure R MRIC daily traffic volumes along the various study roadway segments. As shown, with one exception all study area roadway segments will operate at LOS E or better and satisfy the City s minimum standard. The exception is Pole Line Road south of 5 th Street which will operate at LOS F. This condition was disclosed in the MRIC DEIR, and that document concluded that no mitigation measure was available that would improve conditions on this roadway segment to the point that the City s LOS E standard could be met. Cumulative 2035 plus 3 Measure R Projects plus Project Traffic Conditions The net Project traffic was added to the Cumulative Year 2035 plus 3 Measure R projects scenario to analyze roadway segment Levels of Service under plus project conditions, and Table 11 also displays the Cumulative Year Measure R projects plus Project daily traffic volumes. All roadway segments except Pole Line Road south of 5 th Street will continue to operate at LOS E or better. The Pole Line roadway segment between 5 th Street and Cowell Blvd will continue to operate at LOS F. In this case, the significance of the project s impact is based on the amount of traffic added to Pole Line Road. The project adds 47 trips, and project traffic represents a 2.4% increase above the no project condition. As this change is less than the 5% increment permitted under City guidelines the project s impact is not significant. Traffic Impact Analysis for Page 29 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

34 Roadway Location TABLE 11 CUMULATIVE PLUS MRIC ROADWAY SEGMENT LEVELS OF SERVICE Facility Classification Cumulative plus 3 Measure R Projects Conditions Cumulative plus 3 Measure R Projects Plus Project Conditions AM PM AM PM Pole Line Road South of 5 th Street 2-Lane Major Arterial 1,540 / D 1,960 / F 1,552 / D 2,007 / F North of 5 th Street 2-Lane Minor Arterial 1,050 / D 1,310 / D 1,059 / D 1,329 / D 5 th Street West of Pole Line Road 4-Lane Major Arterial 1,200 / C 1,470 / C 1,256 / C 1,536 / C East of Pole Line Road 4-Lane Minor Arterial 930 / C* 1,190 / D* 958 / C* 1,228 / D* East of Cantrill Drive 2-Lane Minor Arterial 720 / C 960 / C 734 / C 979 / C Cantrill Drive South of 5 th Street Collector 280 / C 540 / C 294 / C 559 / C Highlighted values exceed the LOS E standard. * 2-lane segment entering roundabout at 5 th Street / Cantrill Drive not a significant impact based on a 2.4% increase in traffic versus the permissible 5% increment. Traffic Impact Analysis for Page 30 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

35 PROJECT SITE (150) 474 (410) 10 (30) (120) 50 (230) 50 (180) (30) 240 (80) 50 (40) (140) 110 (490) 236 (70) (70) 170 (120) 70 (50) (190) 40 (437) 284 (130) (80) 540 (686) 93 (86) (100) 60 (220) 80 (192) (120) 360 (320) 186 (170) (130) 30 (309) 194 (240) (200) 273 (285) 118 (118) (50) 10 (370) 240 (350) 250 (187) 113 (582) 478 (84) (555) 6 (24) (48) 62 (14) 23 R1-1 Pole Line Rd / 8 th St 5 th St / L St Pole Line Rd / 5 th St 5 th St / Access (452) 299 (112) (360) 70 (90) (230) 86 (20) 10 R (120) 189 (142) (50) 50 (600) (220) 340 (450) 170 (245) 200 (170) 20 (10) (283) 210 (200) 160 (166) (40) 230 (210) 320 (190) (311) 133 (200) 180 (410) th St / Cantrill Dr 2 nd St / Cantrill Dr Pole Line Rd / Cowell Blvd XX (XX) R1-1 Legend AM Peak Hour Volume PM Peak Hour Volume Stop Sign Signalized Intersection Roundabout KD Anderson & Associates, Inc. Transportation Engineers LT 10/8/ PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS figure 9

36 IMPACT SUMMARY / MITIGATION MEASURES The preceding analysis has identified project impacts that may occur without mitigation. The text that follows identifies a strategy for mitigating the impacts of the proposed project. Recommendations are identified for facilities that require mitigation but are not a result of the proposed project. If the project causes a significant impact, mitigations are identified for the facility. Existing Conditions Recommendations. No recommendations for improvements for existing conditions have been made as the study intersections operate at acceptable Levels of Service, at LOS C or better. This satisfies the City s LOS E minimum. Existing Plus Project Conditions Adequate operating level of service will be maintained with the addition of project traffic, and the City s minimum Level of Service standard will be met. Thus the project s impact is not significant based on this criteria and no mitigation is required. Confirm Sight Distance at Trail Crossing. Pedestrian/Vehicle/Bicycle conflicts could occur at the site access. This is a potential safety impact that can be mitigated by providing adequate sight distance for all transportation modes at this location. While the site plan indicates that sight distance should be adequate, this issue will need to be reviewed when the final landscape plan is prepared, and project impact is not significant with the development of sight distance satisfying City requirements. 5 th Street Pedestrian Crossing. Residents may walk cross 5 th Street mid-block to reach the westbound Unitrans bus stop, and this is a potential safety impact. The following mitigation should be undertaken to facilitate pedestrian travel across 5 th Street: - A mid-block pedestrian crossing should be constructed along the project frontage to facilitate pedestrian crossings of 5 th Street. The crossing should include a rectangular rapid flashing beacon (RRFB) to alert approaching motorists of impending pedestrian traffic. Standard City of Davis conditions or approval will require payment of existing MPFP fees as mitigation for city-wide impacts. Existing Plus Approved Projects (EPAP) Conditions Recommendations. No recommendations are made as all intersections will continue to operate at acceptable levels of service, at LOS C or better. Traffic Impact Analysis for Page 32 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

37 EPAP Plus Project Conditions The addition of the project will result in acceptable levels of service at all study intersections, with each intersection operating at LOS C or better. Since the LOS E stand will be satisfied, the project s impacts are not significant, and no additional mitigation is required. Cumulative Year 2035 Conditions without Project All intersections and roadway segments will operate at LOS E or better. This is consistent with the City of Davis minimum LOS threshold. No recommendations are made. Cumulative Year 2035 Conditions with Project The addition of the project will maintain acceptable Levels of Service at all study intersections, with each intersection operating at LOS E or better. Additionally, all roadway segments will continue to operate with acceptable City thresholds, at LOS E or better. The project s impacts are not significant, and no additional mitigation is required. Cumulative Year 2035 Conditions with 3 Measure R Projects Under the Cumulative 2035 plus 3 Measure R Projects scenario all roadway segments except one will operate at LOS E or better and satisfy the minimum LOS E standard. The Pole Line Road segment between 5 th Street and Cowell Blvd will operate at LOS F. The MRIC DEIR concluded that no improvements were available to provide the minimum LOS E standard. Cumulative Year 2035 Conditions with MRIC and Project Under the Cumulative 2035 plus 3 Measure R Projects plus Project scenario all roadway segments except one will continue to operate at LOS E or better and satisfy the minimum standard. The Pole Line Road segment between 5 th Street and Cowell Blvd will continue to operate at LOS F. The project will add 47 trips along this segment, or 2.4% of the total peak hour traffic. Based on City of Davis significance criteria this is change is within the 5% increment that is permitted, and therefore the project s impact is not significant. No mitigation is required. Traffic Impact Analysis for Page 33 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

38 REFERENCES 1. ITE Trip Generation, 9 th Edition, California Manual of Uniform Traffic Control Devices, November, Transportation Research Board, Special Report 209, Highway Capacity Manual, City of Davis General Plan, Transportation Element, December 10, Mace Ranch Innovation Center Draft Environmental Impact Report, Raney Planning and Management, August Telephone and correspondence, Roxanne Namazi and Eric Lee, City of Davis, May, June through September, 2015 Traffic Impact Analysis for Page 34 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

39 APPENDIX Traffic Impact Analysis for Page 35 Sterling Fifth Street Apartments, Davis, CA (October 8, 2015)

40 City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 ALL TRAFFIC DATA (916) orders@atdtraffic.com File Name : Date : Nothing on Bank 2 Unshifted Count = All Vehicles Cantrill Drive 2nd Street 2nd Street Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07: : : : Total : : : : Total Cantrill Drive-2nd Street.ppd 10/15/ : : : : Total : : : : Total Grand Total Apprch % 79.6% 0.0% 20.4% 0.0% 0.0% 74.7% 25.2% 0.1% 0.0% 0.0% 0.0% 0.0% 5.1% 94.8% 0.0% 0.1% Total % 11.5% 0.0% 2.9% 0.0% 14.4% 0.0% 34.4% 11.6% 0.0% 46.1% 0.0% 0.0% 0.0% 0.0% 0.0% 2.0% 37.5% 0.0% 0.0% 39.5% 100.0% AM PEAK Cantrill Drive 2nd Street 2nd Street HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 08:00 to 09:00 Peak Hour For Entire Intersection Begins at 08:00 08: : : : Total Volume % App Total 78.0% 0.0% 22.0% 0.0% 0.0% 76.2% 23.8% 0.0% 0.0% 0.0% 0.0% 0.0% 4.7% 95.3% 0.0% 0.0% PHF PM PEAK HOUR Cantrill Drive Southbound 2nd Street Westbound Northbound 2nd Street Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:30 to 17:30 Peak Hour For Entire Intersection Begins at 16:30 16: : : : Total Volume % App Total 82.3% 0.0% 17.7% 0.0% 0.0% 76.4% 23.6% 0.0% 0.0% 0.0% 0.0% 0.0% 5.8% 94.0% 0.0% 0.2% PHF

41 City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 Nothing on Bank 2 ALL TRAFFIC DATA (916) orders@atdtraffic.com File Name : Date : Unshifted Count = All Vehicles Cowell Boulevard Lillard Drive Cowell Boulevard Pole Line Road Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07: : : : Total : : : : Total Cowell Boulevard-Pole Line Road.ppd 10/16/ : : : : Total : : : : Total Grand Total Apprch % 3.2% 34.0% 62.6% 0.2% 43.2% 53.9% 2.9% 0.0% 40.4% 22.6% 36.9% 0.0% 30.8% 32.9% 35.9% 0.4% Total % 0.6% 6.1% 11.3% 0.0% 18.1% 10.0% 12.5% 0.7% 0.0% 23.1% 10.7% 6.0% 9.8% 0.0% 26.6% 9.9% 10.6% 11.6% 0.1% 32.2% 100.0% AM PEAK Cowell Boulevard Lillard Drive Cowell Boulevard Pole Line Road HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 08:00 to 09:00 Peak Hour For Entire Intersection Begins at 08:00 08: : : : Total Volume % App Total 5.0% 31.5% 63.5% 0.0% 45.2% 50.5% 4.3% 0.0% 39.5% 16.6% 43.9% 0.0% 24.9% 34.4% 40.6% 0.0% PHF PM PEAK HOUR Cowell Boulevard Southbound Lillard Drive Westbound Cowell Boulevard Northbound Pole Line Road Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:30 to 17:30 Peak Hour For Entire Intersection Begins at 16:30 16: : : : Total Volume % App Total 1.2% 38.8% 60.1% 0.0% 45.0% 53.2% 1.8% 0.0% 34.0% 28.2% 37.8% 0.0% 33.5% 36.8% 29.2% 0.6% PHF

42 City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 Nothing on Bank 2 ALL TRAFFIC DATA (916) orders@atdtraffic.com File Name : Date : Unshifted Count = All Vehicles Pole Line Road 5th Street Pole Line Road 5th Street Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07: : : : Total : : : : Total Pole Line Road-5th Street.ppd 10/16/ : : : : Total : : : : Total Grand Total Apprch % 25.7% 53.9% 20.4% 0.0% 23.5% 41.5% 35.0% 0.0% 29.1% 44.5% 23.1% 3.4% 18.7% 41.5% 39.5% 0.3% Total % 7.4% 15.5% 5.9% 0.0% 28.8% 4.8% 8.5% 7.1% 0.0% 20.4% 9.6% 14.7% 7.6% 1.1% 33.0% 3.3% 7.4% 7.0% 0.1% 17.7% 100.0% AM PEAK Pole Line Road 5th Street Pole Line Road 5th Street HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 07:45 to 08:45 Peak Hour For Entire Intersection Begins at 07:45 07: : : : Total Volume % App Total 26.7% 51.9% 21.4% 0.0% 27.9% 52.1% 20.0% 0.0% 33.1% 44.4% 21.0% 1.5% 11.6% 39.6% 48.4% 0.4% PHF PM PEAK HOUR Pole Line Road Southbound 5th Street Westbound Pole Line Road Northbound 5th Street Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:15 to 17:15 Peak Hour For Entire Intersection Begins at 16:15 16: : : : Total Volume % App Total 29.8% 51.5% 18.7% 0.0% 22.7% 32.2% 45.0% 0.0% 24.0% 44.7% 25.6% 5.7% 17.0% 44.0% 38.9% 0.2% PHF

43 City of Davis All Vehicles on Unshifted Peds & Bikes on Bank 1 Nothing on Bank 2 ALL TRAFFIC DATA (916) orders@atdtraffic.com File Name : Date : Unshifted Count = All Vehicles L Street 5th Street L Street 5th Street Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Uturn Total 07: : : : Total : : : : Total L Street-5th Street.ppd 10/16/ : : : : Total : : : : Total Grand Total Apprch % 18.8% 54.5% 26.7% 0.0% 12.4% 73.7% 13.9% 0.0% 27.0% 46.7% 26.3% 0.0% 15.8% 60.4% 23.8% 0.0% Total % 3.4% 9.9% 4.8% 0.0% 18.2% 4.2% 25.1% 4.7% 0.0% 34.0% 5.7% 9.9% 5.6% 0.0% 21.3% 4.2% 16.0% 6.3% 0.0% 26.5% 100.0% AM PEAK L Street 5th Street L Street 5th Street HOUR Southbound Westbound Northbound Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 08:00 to 09:00 Peak Hour For Entire Intersection Begins at 08:00 08: : : : Total Volume % App Total 17.7% 58.5% 23.8% 0.0% 12.3% 77.9% 9.8% 0.0% 34.9% 43.8% 21.3% 0.0% 14.1% 59.7% 26.2% 0.0% PHF PM PEAK HOUR L Street Southbound 5th Street Westbound L Street Northbound 5th Street Eastbound START TIME LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL LEFT THRU RIGHT UTURNS APP.TOTAL Total Peak Hour Analysis From 16:30 to 17:30 Peak Hour For Entire Intersection Begins at 16:30 16: : : : Total Volume % App Total 20.0% 53.3% 26.7% 0.0% 12.7% 73.5% 13.8% 0.0% 23.0% 49.2% 27.8% 0.0% 14.6% 62.5% 23.0% 0.0% PHF

44 HCM 2010 Signalized Intersection Summary Exist AM 1: Pole Line Rd & 8th St 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C A A D B A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 LOS B Page 1

45 HCM 2010 Signalized Intersection Summary Exist AM 2: L St & 5th St 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 16.2 HCM 2010 LOS B Page 2

46 HCM 2010 Signalized Intersection Summary Exist AM 3: Pole Line Rd & 5th St 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 18.7 HCM 2010 LOS B Page 3

47 HCM 2010 Signalized Intersection Summary Exist AM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B D B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.3 HCM 2010 LOS B Page 4

48 HCM 2010 Roundabout Exist AM 5: Cantrill Dr & 5th St 6/4/2015 Intersection Intersection Delay, s/veh 6.5 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

49 HCM 2010 TWSC Exist AM 6: 2nd St & Cantrill Dr 6/4/2015 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A B B HCM 95th %tile Q(veh) Page 1

50 HCM 2010 Signalized Intersection Summary Exist PM 1: Pole Line Rd & 8th St 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C B A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 14.3 HCM 2010 LOS B Page 1

51 HCM 2010 Signalized Intersection Summary Exist PM 2: L St & 5th St 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B D B B C B B D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.7 HCM 2010 LOS B Page 2

52 HCM 2010 Signalized Intersection Summary Exist PM 3: Pole Line Rd & 5th St 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C E C D B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 27.3 HCM 2010 LOS C Page 3

53 HCM 2010 Signalized Intersection Summary Exist PM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/4/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B E B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.0 HCM 2010 LOS C Page 4

54 HCM 2010 Roundabout Exist PM 5: Cantrill Dr & 5th St 6/4/2015 Intersection Intersection Delay, s/veh 7.8 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

55 HCM 2010 TWSC Exist PM 6: 2nd St & Cantrill Dr 6/4/2015 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A C B HCM 95th %tile Q(veh) Page 1

56 HCM 2010 Signalized Intersection Summary Exist + Project AM 1: Pole Line Rd & 8th St 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C A A D B A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 LOS B Page 1

57 HCM 2010 Signalized Intersection Summary Exist + Project AM 2: L St & 5th St 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 16.8 HCM 2010 LOS B Page 2

58 HCM 2010 Signalized Intersection Summary Exist + Project AM 3: Pole Line Rd & 5th St 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.4 HCM 2010 LOS B Page 3

59 HCM 2010 Signalized Intersection Summary Exist + Project AM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B D B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.4 HCM 2010 LOS B Page 4

60 HCM 2010 Roundabout Exist + Project AM 5: Cantrill Dr & 5th St 6/9/2015 Intersection Intersection Delay, s/veh 6.8 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

61 HCM 2010 TWSC Exist + Project AM 4: Project Access & 5th St 6/9/2015 Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) Page 1

62 HCM 2010 TWSC Exist + Project AM 6: 2nd St & Cantrill Dr 6/9/2015 Intersection Int Delay, s/veh 2.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A B B HCM 95th %tile Q(veh) Page 2

63 HCM 2010 Signalized Intersection Summary Exist + Project PM 1: Pole Line Rd & 8th St 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C B A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 14.5 HCM 2010 LOS B Page 1

64 HCM 2010 Signalized Intersection Summary Exist + Project PM 2: L St & 5th St 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B D B B C B B D C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.3 HCM 2010 LOS C Page 2

65 HCM 2010 Signalized Intersection Summary Exist + Project PM 3: Pole Line Rd & 5th St 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C F C D B D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 30.5 HCM 2010 LOS C Page 3

66 HCM 2010 Signalized Intersection Summary Exist + Project PM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/9/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B F B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 21.3 HCM 2010 LOS C Page 4

67 HCM 2010 Roundabout Exist + Project PM 5: Cantrill Dr & 5th St 6/9/2015 Intersection Intersection Delay, s/veh 8.0 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

68 HCM 2010 TWSC Exist + Project PM 4: Project Access & 5th St 6/9/2015 Intersection Int Delay, s/veh 1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Page 1

69 HCM 2010 TWSC Exist + Project PM 6: 2nd St & Cantrill Dr 6/9/2015 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A C B HCM 95th %tile Q(veh) Page 2

70 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 1: Pole Line Rd & 8th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C A A D B A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 12.8 HCM 2010 LOS B Page 1

71 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 2: L St & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 16.4 HCM 2010 LOS B Page 2

72 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 3: Pole Line Rd & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B C B C B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.5 HCM 2010 LOS B Page 3

73 HCM 2010 Signalized Intersection Summary HCM 2010 Signalized Intersection Summary 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B D B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.7 HCM 2010 LOS C Page 4

74 HCM 2010 Roundabout HCM 2010 Roundabout 5: Cantrill Dr & 5th St 6/15/2015 Intersection Intersection Delay, s/veh 6.8 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

75 HCM 2010 TWSC HCM 2010 TWSC 6: 2nd St & Cantrill Dr 6/15/2015 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A B B HCM 95th %tile Q(veh) Page 1

76 HCM 2010 Signalized Intersection Summary EPAP PM 1: Pole Line Rd & 8th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B D B A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 15.9 HCM 2010 LOS B Page 1

77 HCM 2010 Signalized Intersection Summary EPAP PM 2: L St & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B D B B C B B D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.0 HCM 2010 LOS C Page 2

78 HCM 2010 Signalized Intersection Summary EPAP PM 3: Pole Line Rd & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C E C D B D B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 28.8 HCM 2010 LOS C Page 3

79 HCM 2010 Signalized Intersection Summary EPAP PM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B F B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 22.0 HCM 2010 LOS C Page 4

80 HCM 2010 Roundabout EPAP PM 5: Cantrill Dr & 5th St 6/15/2015 Intersection Intersection Delay, s/veh 8.1 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

81 HCM 2010 TWSC EPAP PM 6: 2nd St & Cantrill Dr 6/15/2015 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A C B HCM 95th %tile Q(veh) Page 1

82 HCM 2010 Signalized Intersection Summary EPAP + Project AM 1: Pole Line Rd & 8th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C A A D B A Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 12.8 HCM 2010 LOS B Page 1

83 HCM 2010 Signalized Intersection Summary EPAP + Project AM 2: L St & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B A C B B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 17.0 HCM 2010 LOS B Page 2

84 HCM 2010 Signalized Intersection Summary EPAP + Project AM 3: Pole Line Rd & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B C B C B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.6 HCM 2010 LOS C Page 3

85 HCM 2010 Signalized Intersection Summary EPAP + Project AM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B D B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.8 HCM 2010 LOS C Page 4

86 HCM 2010 Roundabout EPAP + Project AM 5: Cantrill Dr & 5th St 6/15/2015 Intersection Intersection Delay, s/veh 7.0 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

87 HCM 2010 TWSC EPAP + Project AM 4: Project Access & 5th St 6/15/2015 Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) Page 1

88 HCM 2010 TWSC EPAP + Project AM 6: 2nd St & Cantrill Dr 6/15/2015 Intersection Int Delay, s/veh 2.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A B B HCM 95th %tile Q(veh) Page 2

89 HCM 2010 Signalized Intersection Summary EPAP + Project PM 1: Pole Line Rd & 8th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B D B A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 16.1 HCM 2010 LOS B Page 1

90 HCM 2010 Signalized Intersection Summary EPAP + Project PM 2: L St & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B D B B C B B D C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.7 HCM 2010 LOS C Page 2

91 HCM 2010 Signalized Intersection Summary EPAP + Project PM 3: Pole Line Rd & 5th St 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C F C D C D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS C E C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 33.6 HCM 2010 LOS C Page 3

92 HCM 2010 Signalized Intersection Summary EPAP + Project PM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 6/15/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C B C B C B F C Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 23.4 HCM 2010 LOS C Page 4

93 HCM 2010 Roundabout EPAP + Project PM 5: Cantrill Dr & 5th St 6/15/2015 Intersection Intersection Delay, s/veh 8.4 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS A A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS A A A 95th %tile Queue, veh Page 1

94 HCM 2010 TWSC EPAP + Project PM 4: Project Access & 5th St 6/15/2015 Intersection Int Delay, s/veh 1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) Page 1

95 HCM 2010 TWSC EPAP + Project PM 6: 2nd St & Cantrill Dr 6/15/2015 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A C B HCM 95th %tile Q(veh) Page 2

96 HCM 2010 Signalized Intersection Summary 2035 AM 1: Pole Line Rd & 8th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C A A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 15.2 HCM 2010 LOS B Page 1

97 HCM 2010 Signalized Intersection Summary 2035 AM 2: L St & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B C B A D B B D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 18.9 HCM 2010 LOS B Page 2

98 HCM 2010 Signalized Intersection Summary 2035 AM 3: Pole Line Rd & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D B D B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 24.4 HCM 2010 LOS C Page 3

99 HCM 2010 Signalized Intersection Summary 2035 AM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C F B D B D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS C F C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 57.5 HCM 2010 LOS E Page 4

100 HCM 2010 Roundabout 2035 AM 5: Cantrill Dr & 5th St 8/17/2015 Intersection Intersection Delay, s/veh 9.3 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS B A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS B A A 95th %tile Queue, veh Page 1

101 HCM 2010 TWSC 2035 AM 6: 2nd St & Cantrill Dr 8/17/2015 Intersection Int Delay, s/veh 5.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A C B HCM 95th %tile Q(veh) Page 1

102 HCM 2010 Signalized Intersection Summary 2035 PM 1: Pole Line Rd & 8th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B D B A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 18.1 HCM 2010 LOS B Page 1

103 HCM 2010 Signalized Intersection Summary 2035 PM 2: L St & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS F B D C B D C C E C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS E C C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 45.4 HCM 2010 LOS D Page 2

104 HCM 2010 Signalized Intersection Summary 2035 PM 3: Pole Line Rd & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS E D F D F C E D Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E E E Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 57.5 HCM 2010 LOS E Page 3

105 HCM 2010 Signalized Intersection Summary 2035 PM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS F C D B F B D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS E C E C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 48.6 HCM 2010 LOS D Page 4

106 HCM 2010 Roundabout 2035 PM 5: Cantrill Dr & 5th St 8/17/2015 Intersection Intersection Delay, s/veh 11.5 Intersection LOS B Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS B B B Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS B B B 95th %tile Queue, veh Page 1

107 HCM 2010 TWSC 2035 PM 6: 2nd St & Cantrill Dr 8/17/2015 Intersection Int Delay, s/veh 3.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A D B HCM 95th %tile Q(veh) Page 1

108 HCM 2010 Signalized Intersection Summary Project AM 1: Pole Line Rd & 8th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B C A A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 15.1 HCM 2010 LOS B Page 1

109 HCM 2010 Signalized Intersection Summary Project AM 2: L St & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D B C B A D B B D C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.6 HCM 2010 LOS B Page 2

110 HCM 2010 Signalized Intersection Summary Project AM 3: Pole Line Rd & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D B D B C B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 25.5 HCM 2010 LOS C Page 3

111 HCM 2010 Signalized Intersection Summary Project AM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C F B D B D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS C F C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 57.8 HCM 2010 LOS E Page 4

112 HCM 2010 Roundabout Project AM 5: Cantrill Dr & 5th St 8/17/2015 Intersection Intersection Delay, s/veh 9.7 Intersection LOS A Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS B A A Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS B A A 95th %tile Queue, veh Page 1

113 HCM 2010 TWSC Project AM 4: Project Access & 5th St 8/17/2015 Intersection Int Delay, s/veh 1.2 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B B - - A - HCM 95th %tile Q(veh) Page 1

114 HCM 2010 TWSC Project AM 6: 2nd St & Cantrill Dr 8/17/2015 Intersection Int Delay, s/veh 5.6 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A C B HCM 95th %tile Q(veh) Page 2

115 HCM 2010 Signalized Intersection Summary Project PM 1: Pole Line Rd & 8th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B B B D B A D B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 18.4 HCM 2010 LOS B Page 1

116 HCM 2010 Signalized Intersection Summary Project PM 2: L St & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS F C E D B D C C E C C Approach Vol, veh/h Approach Delay, s/veh Approach LOS E D C C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 47.0 HCM 2010 LOS D Page 2

117 HCM 2010 Signalized Intersection Summary Project PM 3: Pole Line Rd & 5th St 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS E D F D F C E D Approach Vol, veh/h Approach Delay, s/veh Approach LOS D E E E Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 60.1 HCM 2010 LOS E Page 3

118 HCM 2010 Signalized Intersection Summary Project PM 7: Cowell Blvd & Pole Line Rd/Lillard Ave 8/17/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS F C D B F B D C Approach Vol, veh/h Approach Delay, s/veh Approach LOS E C F C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 55.5 HCM 2010 LOS E Page 4

119 HCM 2010 Roundabout Project PM 5: Cantrill Dr & 5th St 8/17/2015 Intersection Intersection Delay, s/veh 12.0 Intersection LOS B Approach EB WB NB Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS B B B Lane Left Left Left Designated Moves TR LT LR Assumed Moves TR LT LR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS B B B 95th %tile Queue, veh Page 1

120 HCM 2010 TWSC Project PM 4: 5th St & Project Access 8/17/2015 Intersection Int Delay, s/veh 1.3 Movement NWL NWR NET NER SWL SWT Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NW NE SW HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NET NERNWLn1NWLn2 SWL SWT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - D B A - HCM 95th %tile Q(veh) Page 1

121 HCM 2010 TWSC Project PM 6: 2nd St & Cantrill Dr 8/17/2015 Intersection Int Delay, s/veh 4.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A D B HCM 95th %tile Q(veh) Page 2

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124 MEMORANDUM Date: August 7, 2015 To: From: Subject: Ken Anderson (KD Anderson & Associates) Jimmy Fong and Bob Grandy (Fehr & Peers) Davis Travel Forecasts for Apartment TIS RS This memorandum documents travel forecasts, developed using the City of Davis travel demand model, for use by KD Anderson in a Traffic Impact Study for a proposed apartment complex project on Fifth Street east of Pole Line Road in the City of Davis. Background Forecasts are provided for two 2035 cumulative scenarios. The Measure R projects include two innovation centers and a mixed-use project that are currently in the entitlement stages: the Davis Innovation Center, Mace Ranch Innovation Center, and the Nishi Gateway Project. All three of these projects are proposed in areas outside of Davis city limits; therefore, each would require a Measure R vote for approval without the 3 Pending Measure R Projects 2035 with the 3 Pending Measure R Projects Forecasts Forecasts were developed using the Davis TransCAD Travel Demand Model. Peak hour intersection turning movement forecasts were developed only for cumulative year 2035 without the 3 pending Measure R projects. The following intersections were analyzed: 8 th Street / Pole Line Road 5 th Street / L Street 5 th Street / Pole Line Road 5 th Street / Cantrill Drive 2 nd Street / Cantrill Drive Cowell Blvd / Pole Line Road / Lillard Drive AM and PM peak hour turning movement forecasts for 2035 without the 3 proposed Measure R projects are shown in Figure Lava Ridge Court Suite 200 Roseville, CA (916) Fax (916)

125 b Cantrill Dr 130 (410) 80 (120) 180 (140) cf 170 (240) 200 (170) 20 (10) accf Cantrill Dr Cowell Blvd 110 (140) 230 (490) 50 (70) 60 (100) 80 (220) 70 (170) 10 (50) 240 (370) 250 (350) 120 (160) 110 (150) 480 (400) 10 (30) bf 110 (70) 170 (120) 70 (50) acf 180 (120) 360 (320) 190 (160) ace Pole Line Rd L St Pole Line Rd Source: N:\2015 Projects\3346_DavisModelApartmentForecasts\Graphics\Draft\GIS\MXD\fig1_DavisApt_Locations.mxd 1. Pole Line Rd/8th St 2. L St/5th St 3. Pole Line Rd/5th St 4. Project Access/5th St 8th St acf 50 (120) 50 (230) bf 120 (180) 50 (30) 240 (80) 50 (40) acf 5th St acf 40 (190) 280 (420) 100 (130) ae 50 (80) 510 (680) 80 (70) acf 5th St acf 30 (130) 190 (270) 180 (240) ace 70 (200) 230 (270) 110 (110) ie Intersection Does Not Exist Under This Scenario 5. Cantrill Dr/5th St 6. Cantrill Dr/2nd St 7. Cowell Blvd/Pole Line Rd/Lillard Dr Turn Lane 5th St 290 (450) e 150 (110) 310 (350) 70 (90) 90 (220) g 10 (20) 2nd St STOP af 50 (50) 350 (600) ac 100 (210) 340 (450) Pole Line Rd acf 210 (280) 160 (200) 220 (170) acf 50 (40) 230 (210) 320 (190) acf 140 (290) 180 (200) Lillard Dr Peak Hour Traffic Volume Traffic Signal Stop Sign Roundabout Figure 1 Peak Hour Traffic Volumes and Lane Configurations Without 3 Proposed Measure R Projects