HomeMy WebLinkAbout04 - Traffic Impact Study - West Winds PUD & Ph 1 Traffic Impact Study
-For
West Winds Planned Community
Preliminary PUD Application
Phase I Subdivision
Prepared For:
Quest West LLC
3825 Valley Commons Dr., Ste. 4
Bozeman, MT 59718
Prepared By:
HKM Engineering Inc.
601 Nikles Dr., Ste. 2
Bozeman, MT 59715
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May 2004 MAY 0 5 2004
04S067.110
-U-Ej O
------------------------
PG I N E E R I N G
McChesney Professional Building
May 3, 2004 601 Nikles Drive
Suite 2
Bozeman, MT 59715
Clint Litle, PE Phone: 406.586.8834
Fax: 406.586.1730
HKM Engineering Inc. www.hkminc.com
McChesney Professional Bldg
601 Nikles Drive, Suite 2
Bozeman, MT 59715
RE: West Winds Community TIS Addendum#1
Response to Comments
Dear Clint:
This addendum #1 to the West Winds TIS dated March, 2004, serves to address comments
provided by the City of Bozeman at a meeting held between HKM Engineering Inc. staff and
City staff on April 22, 2004. The comments have been addressed in no particular order, and are
listed as follows:
Comment 1 - Please provide "existing" level-of-service (LOS) for the intersection of
Durston Road at North 19th Avenue and at Oak Street at North 19th Avenue.
As requested by the City of Bozeman, the 'Existing" intersection volumes for North 19th
Avenue / Durston Road and North 19th Avenue / Oak Street were analyzed for level-of-
service (LOS) and are summarized below in Table 1.
Table 1 -2003 Existing Level-of-Service Summary for Oak Street and for Durston Avenue
AM Peak Hour PM Peak Hour
Intersection Traffic Condition
V/C Delay LOS V/C Delay LOS
N. 19th Ave./Durston Rd. 2003 Existing Peak Hour 0.60 25.4 C 0.68 26.1 C
N. 19th Ave./Oak St. 2003 Existing Peak Hour 0.47 16.3 B 0.72 24.4 C
The analysis indicates that the intersections currently operate at a satisfactory LOS and
with sufficient capacity.
Comment 2 - A TIS update performed by Marvin and Associates for the Harvest Creek
Subdivision notes deficiencies with the intersection of Oak Street at North 191h Avenue.
BILLINGS,MONTANA BUTTE,MT BOZEMAN LAB MILES CITY,MT SHERIDAN,WY HELENA,MT
406.656.6399 406 723 8213 406.585.5915 406.232.6666 307-672,9006 406.442.0370
Mr. Clint Litle
May 4, 2004
Page 2 of 4
It was noted by the City of Bozeman that a traffic study performed by Marvin and
Associates for the Harvest Creek Subdivision, Phases 8,9,10, &11 TIS Update indicates
that the Oak Street / North 19th Avenue intersection experiences delay and capacity
problems with the westbound left and northbound thru movements in the PM peak hour.
The Harvest Creek Update indicates that improvements to the signal timing and
intersection splits will improve the individual lane and overall intersection LOS, which is
in concurrence with the analysis performed for the West Winds TIS report. It should be
noted that the analysis of this intersection in the Harvest Creek Update does not consider
the protected eastbound right turn movement that overlaps the southbound protected left-
turning movement as indicated in the phasing and timing plan for the intersection. The
high volume of right-turning vehicles in this movement is better served through a
permitted-overlapping phase that decreases overall intersection delay and improves LOS.
Moreover, the West Winds TIS level-of-service summary reflects a best-case LOS
assuming signal timing and split improvements. However, as noted in the West Winds
TIS, and as reiterated in the Harvest Creek Update, the intersection of North 19t" Avenue
/ Oak Street will eventually require modification to improve expected capacity issues
related to the anticipated volume of NB rights (>200 vph, no volume contribution by
West Winds), and WB lefts (>400 vph, no volume contribution by West Winds). The
intersection analysis of Oak Street at North 19th Avenue is presented in Table 2 hereinl.
Table 2-Oak Street at North 19th Avenue LOS Summary
AM Peak Hour PM Peak Hoar
Intersection Traffic Condition
V/C Delay LOS V/C Delay LOS
007 Background 0.47 15.1 B 0.83 23.9 C
2007 Background+Site 0.50 16.2 B 0.84 25.2 C
N. 19th Ave. Oak St.
2014 Background 0.68 19.7 B 0.98 46.4 D
2014 Background+Site 0.75 25.9 C OVER 53.1 D
Comment 3 - Why was a signal warrant analysis not performed at the intersection of Oak
Street with North 27th Ave?
As noted in the report, the intersection is expected to operate at LOS B for Phase 1 and
LOS C for the project buildout. These LOS are considered satisfactory for a TWSC
intersection, and further analysis for a signal is not considered necessary at this time. It
' The LOS summary for the Oak Street at North 19th Avenue intersection has been provided to reflect updates to the
TIS LOS summary related to a coding error that did not allow for "permitted" WB right turns during the WB phase
of the signal operation. The new table reflects capacity, delay, and LOS that could be expected from a protected
right, permitted right, and right-turn on red (RTOR) for the WB leg of the intersection and has been updated within
the TIS.
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Mr. Clint Litle
May 4, 2004
Page 3 of 4
should be noted that as the developer programs future phases of development, updates to
the TIS would revisit this intersection.
Comment 4 - Pedestrian crossings at the intersection of Oak Street with North 271h Avenue
should be addressed.
Intersection treatments beyond standard pedestrian ramps and marked crosswalks are not
considered necessary for the safe operation of the intersection based on projected traffic
volumes for the Phase 1 development. Advance warning signs alerting vehicles to the
pedestrian crossing this intersection should be installed if the intersection of Oak Street
with North 27th Avenue is to be used as part of a planned school-walking route.
Comment 5 - It has been suggested that driveway access along Baxter Lane should be
restricted for left-turning movements (right-in/right-out only). How will this affect the
operations of the driveways and the subdivision?
Comment noted. The installation of "right-in/right-out" driveways along Baxter Lane is
not expected to hinder the development of the West Winds Community, reduce LOS at
the driveways along Baxter, or degrade the adjacent roadway system. It is recommended,
however, that the site driveway at Hunters Way / Baxter remain a full-movement
intersection, and that full movement be allowed along North 27th Avenue and along
Davis Lane.
Comment 6 - All-way stop controlled (AWSC) intersections may be required for the main
internal intersections along Tschache Lane to reduce "cut-thru" traffic through the
subdivision. Would this impact the operations of these intersections?
Comment noted. Although not specifically analyzed for the Phase 1 development, AWSC
along Tschache Lane will be analyzed during subsequent updates to the TIS. Regardless,
the installation of AWSC intersections along Tschache Lane is not expected to adversely
impact the operations of the internal street system.
Comment 7 - As a condition of acceptance of Phase 1, improvements may be required to
the intersection of Durston Road with North 19th Avenue to an acceptable LOS.
Through the course of evaluating the existing intersection volumes, it was noted that the
intersection volumes reported for Durston Road at North 19th Avenue inadvertently was
reported 90 degrees askew. The corrected intersection volume data for Durston Road at
North 19th Avenue has been updated in the TIS, and the corrected intersection analysis
summary is presented in Table 3.
CADocuments and Settings\rparks\Local Settings\Temporary Internet Files\OLKF\ResponseToComments.doc
Mr. Clint Litle
May 4, 2004
Page 4 of 4
Table 3-Durston Road at North 19th Avenue LOS Summary
AM Peak Hour PM Peak flour
Intersection Traffic Condition
V/C Delay LOS NIX Delay LOS
2007 Background 0.72 28.5 C 0.82 25.7 C
2007 Background+Site 0.73 29.0 C 0.79 33.6 C
N. 19th Ave./Durston Rd.
2014 Background 0.87 45.8 D 0.94 54.2 D
2014 Background+Site 0.91 50.6 D 0.96 62.0 E
The updated analysis indicates that Durston Road at North 19"' Avenue will operate at a
satisfactory LOS through 2014 including Phase 1 trips, but will degrade to LOS E in the
PM peak hour with the inclusion of the "buildout" trips. A review of the intersection's
movements uncovers a high volume southbound right-turn movement (>300 vph) that is
directly contributing to the poor LOS in the PM peak hour. The volume of traffic
contributed by the West Winds Community to this particular movement in the PM peak
hour is 0.3%. Geometric improvements to the intersection in the form of a dedicated
right-turn lane will improve the level of service at this intersection in the PM peak hour to
"D" by decreasing the total intersection delay to 52.4 seconds. It should be noted,
however, that the high volume of right-turning vehicles would occur regardless of the
development of the West Winds Community.
Due to these results, the development of the West Winds Community Phase 1 should not
significantly impact the LOS of the Durston Road / North 19th Avenue intersection. The
intersection, however, should be revisited during subsequent updates to the TIS.
Sincerely,
HKM ENGINEERING INC.
Todd G. Cormier, PE
Project Engineer
[TGC:tgc]
cc: John Shoff(HKM)
File
C:\Documents and Settings\rparks\Local Settings\Temporary Internet Files\OLKF\ResponseToComments.doe
Traffic Impact Sty, West Winds Community
Bozeman, Montana
TABLE OF CONTENTS
I. INTRODUCTION .................................................................................................................7
II. EXISTING CONDITIONS...................................................................................................10
ADJACENTLAND USE.....................................................................................................10
REGIONALACCESS..........................................................................................................10
AREAROADWAYS...........................................................................................................10
STUDYINTERSECTIONS.................................................................................................13
SITEACCESS...................................................................................................................13
III. TRAFFIC PROJECTIONS..............................................................................................14
BACKGROUNDTRAFFIC .................................................................................................14
TRIPGENERATION..........................................................................................................18
TRIP DISTRIBUTION AND ASSIGNMENTS .....................................................................20
IV. OPERATIONAL ANALYSIS ...........................................................................................29
INTERSECTION CAPACITY AND LEVEL-OF-SERVICE ..................................................29
TRAFFIC IMPACTS FROM PHASE 1................................................................................33
TRAFFIC IMPACTS FROM BUILDOUT.............................................................................35
WARRANTANALYSIS......................................................................................................37
V. REVIEW OF COLLSION DATA......................................................................................37
VI. CONCLUSIONS AND RECOMMENDATIONS...............................................................38
March 2004
Q IM F(F�14ck Page 2of 40
Traffic Impact Stu West Winds Community
Bozeman, Montana
LIST OF TABLES
Table1 - Study Intersections ....................................................................................................13
Table 3 - Level-of-Service Criteria ............................................................................................29
Table 4 - Level-of-Service Summary for Signalized Intersections Error! Bookmark not defined.
Table 5 - Level-of-Service Summary for Minor Street Stop-Controlled Intersections.................32
Table 6 - 2007 Phase 1 Site Drive Access Points.....................................................................33
Table 7. Phase 1 Traffic Volumes as a Percent of the Total Volume.........................................35
Table 8. Buildout Traffic Volumes as a Percent of the Total Volume.........................................37
Table9. Collision Rates............................................................................................................38
LIST OF FIGURES
Figure1 - Vicinity Map................................................................................................................8
Figure2 - Conceptual Site Map ..................................................................................................9
Figure 3 - Existing Lane Configuration and Control...................................................................11
Figure 4 - Existing Peak Hour Traffic ........................................................................................16
Figure5 - 2007 Background Traffic...........................................................................................17
Figure 6 -Trip Distribution (Buildout) ........................................................................................22
Figure 7 - Trip Distributions (Buildout).......................................................................................23
Figure8 - Phase 1 Site Trips ....................................................................................................24
Figure 9 - 2007 Background Plus Phase 1................................................................................25
Figure 10 - 2014 Background Including Phase 1.......................................................................26
Figure 11 - Buildout Site Trips...................................................................................................27
Figure 12 - 2014 Background Plus Buildout..............................................................................28
APPENDIX
March 2004
ANG NFwgIM� Page 3of40
Traffic Impact Stu West Winds Community
Bozeman, Montana
EXECUTIVE SUMMARY
This traffic study evaluates the traffic impacts of the proposed West Winds Community
subdivision located in the Northwest '/ of Section 2, Township 2 South, Range 5 East, PMM,
Bozeman, Montana, and contained between Davis Lane and North 27th Avenue, and Baxter
Lane and Oak Street. The project will be developed through multiple phases, depending on
market conditions, and is planned to consist of single-family homes (43.5% of the site trips),
townhouses and condos (23.1% of the site trips), apartments (22.0% of the site trips), and by
the senior/assisted housing (11.6% of the site trips). The development will also include a linear
park, and a future neighborhood community center. The developer proposes to begin
construction in 2004, and the project is expected to be completed by 2014.
Access to the site will be providedjxy 12 proposeddrive access points to Baxter Lane, North
27th Avenue, Oak Street, and v�Lane_Pha`se 1 will develop 3 drive access points at North
M7th Avenue/Tschache Lane, North 27th Avenue, Breeze Lane, and at Oak Street/Buckrake
Avenue. Phase 1 is expected to generate 102 trips in the AM peak hour, and 127 trips in the PM
peak hour. The remaining phases (project buildout) are expected to generate 267 trips in the
AM peak hour, and 352 trips in the PM peak hour.
Four signalized intersections, and three unsignalized intersections have been identified for
traffic analysis by the City of Bozeman. These study intersections are North 19th Avenue at
Durston Road, North 19th Avenue at Oak Street, North 19th Avenue at Tschache Lane, North
19th Avenue at Baxter Lane, Oak Street at North 27th Avenue, Baxter Lane at North 27th_Avenue,
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and Baxter Lane at vis Lan . A future intersection at Oak Street /{Qayis Lan was not
specifically evaluated as future conditions at this intersection are unknown. Analyses were
completed for a Phase 1 scenario and a Buildout scenario, which includes Phase 1 site trips.
Analysis indicates that the study intersections can be expected to operate at satisfactory LOS's
with site trips, except for the intersection of North 19th Avenue at Durston Road during all
scenarios (existing through buildout), and the intersection of North 19th Avenue at Oak Street
during the buildout condition. The North 19th Avenue / Durston Road intersection currently
operates at a poor LOS, and will continue to degrade regardless of project trips. Regional
improvements to this intersection, and the Durston Road corridor, will be necessary. The North
19th Avenue / Oak Street intersection has a high volume westbound left turning movement
March 2004
N Page 4 of 40
Traffic Impact Stu West Winds Community
Bozeman, Montana
which is currently approaching capacity. Increases to this movement based on anticipated area
growth rates will degrade the LOS of the intersection regardless of project trips.
Warrant analyses were not conducted for this study, as each of the unsignalized study
intersections is expected to operate at satisfactory levels of service.
Accident data was requested from the Montana Department of Transportation for the study
intersections. The proposed project is not expected to adversely impact the safety of these
intersections.
Study conclusions and recommendations are summarized as follows:
• No mitigation t he existing roadway system beyond planned improvements to Oak
�,,, .
Street, Davis Labe, Baxter Lane, and North 27th Avenue is necessary due to the
additional traffic generated by the proposed development.
• Improvements to adjacent streets should be constructed to City of Bozeman approved
street standards.
• Site drive accesses should be developed according to local standards, should
incorporate appropriate throat depths, and provide for the safe passage of pedestrians
across the drive access.
• Exclusive right-turn lanes at site drive accesses are not considered necessary or
warranted as right-turn demands are predicted to be below 100 vehicles per hour (vph)
during the peak periods.
• Left turn demand on the east leg of the North 191h Avenue and Oak Street intersection is
projected to exceed 300 vph, regardless of project development. This volume is generally
cited as a guideline towards the development of a dual left-turn lane, and should be
considered by the City of Bozeman as a future regional improvement.
• Analysis of the capacity issues along Durston Road and at the intersection of North 1Wh
Avenue at Durston Road indicates that signal improvements would not improve the
March 2004
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Traffic Impact StL West Winds Community
Bozeman, Montana
expected LOS of F. Although improvements to Durston Road are currently planned and
will include the addition of a two-way left turn (TWLT) lane; these improvements will do
little to improve the LOS along the corridor, or at its intersection with North 19th Avenue.
Regardless, as additional east-west and north-south arterials and collectors are
developed adjacent to Durston Road, demand along Durston Road can be expected to
stabilize.
• Developer funding participation for a future signalized intersection at Oak Street and
North 27th Avenue should be considered at a rate equal to the percentage of"conflicting
critical movement" site traffic to the total expected capacity of the travel lane. Means of
potential funding for a signal at Oak Street and North 27th Avenue include traffic impact
funds, private funding, or a SID. Should a signal be warranted at a later date, a SID
appears to be the preferred means of funding. An SID would allow proper proportioning
of impact and benefit to the users. The West Winds Developer is agreeable to a "Waiver
of Protest to SID"for the potential signal improvements at this intersection.
March 2004
f..ut NR/O t40 Page 6of40
Traffic Impact Stu West Winds Community
Bozeman, Montana
I. INTRODUCTION
This study evaluates the traffic impacts associated with the development of the West Winds
Planned Community subdivision. The West Winds site consists of approximately 160 acres,
occupying the entire undeveloped parcel bounded by Baxter Lane to the north, Oak Street to
the south, and the future extensions of Davis Lane to the west and North 27th Avenue to the
east, legally described as the Northwest '/ of Section 2, Township 2 South, Range 5 East,
PMM, Bozeman, Montana. A vicinity map depicting the location of the subdivision relative to the
regions transportation system is presented in Figure 1.
The subdivision is expected to incorporate single-family homes, townhouses, apartments, low-
income multi-family housing, senior residential, assisted-care senior residential, a future
neighborhood community center, and a park. The entire site is currently zoned R-3 "Residential
Medium Destiny" and is wholly contained within the Bozeman city limits. Adjoined zoning is
primarily residential with the exception of B-1 zoning to the northeast and northwest of the
project. A full size conceptual site map depicting the proposed subdivision layout in enclosed
with this report, and a reduced depiction is presented in Figure 2.
Traffic impacts of the West Winds subdivision have been analyzed based on two scenarios. The
Initial scenario will consist. JP as 1A and Phase 16 developrnenJ_and is expected to include
single-family homes, townhouses, and low-income multi-family housing generally located within
the southeast corner of the subdivision. This phase will encompass approximately 31 acres, and
is expected to be completed by 2007. The Buildout scenario will develop the remainder of the
site, and will be gradually developed depending on current and future market conditions, but is
expected to be completed by 2014.
March of 04
40
Page 7of40
Traffic 1 ct Study- West Winds Community
Bozeman, Montana
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Bozeman, Montana
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Traffic Impact Sty, - West Winds Community
Bozeman, Montana
II. EXISTING CONDITIONS
ADJACENT LAND USE
West Winds is surrounded by a variety of land use that can be generalized as residential mixed
use. The site is generally flat, is bisected north to south by a lateral of the Farmers Ditch Canal,
and is currently bounded by either planned or existing residential development and undeveloped
farm and ranch land. The site is bordered to the west by a 100-acre Regional Park and the
planned Baxter Meadows; to the south by multi-family (Castlebar Apartments) and single-family
(Harvest Creek Subdivision) development; to the east by two larger vacant parcels (10 and 20
acres) for the future Rose Park and High Gate Project (45-50 unit senior project); and to the
north by larger rural tract (1 acre and larger) properties with the exception of the recently
approved Baxter Square Subdivision, consisting of a 104-lot townhouse project with 3000 SF
lots. The mixed uses and density proposed by the West Winds Community is consistent with
existing adjacent land uses.
REGIONAL ACCESS
Regional access to the West Winds Community site will be provided {primarily by North 19th
Avenue corridor. Baxter Lane, Tschache Lane, Oak Street, Davis Laney and North 27th Avenue
will provide local access to the site. Existing lane configurations and control at key intersections
along these routes are depicted in Figure 3.
AREA ROADWAYS
Baxter Lane is classified as an east-west minor arterial within the Bozeman transportation
network, and incorporates a single lane in each direction within the vicinity of this project. The
road is currently paved to roughly a 24-foot width with12-foot travel lanes and no discernable
shoulder. Baxter Lane intersects North 19th Avenue at a signalized intersection and is side-
street stop controlled within the vicinity of this project. Based on intersection turning movement
counts, Baxter Lane has an estimated 2003 average daily traffic (ADT) volume of approximately
1800 vehicles per day (vpd) adjacent to the project site.
March of 04
40
Page 10of40
Traffi pact Study- West Winds Community
Bozeman, Montana
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RN4lNAli�Ihf�A �!
Traffic Impact Sty - West Winds Community
Bozeman, Montana
Tschache Lane is classified as a local street within the Bozeman transportation network, and
does not currently extend to the project site. Future improvements are expected to occur with
the development of parcels east of the project site, which will extend Tschache Lane to North
27th Avenue. Currently, Tschache Lane intersects North 19th Avenue at a signalized intersection.
Based on intersection turning movement counts, Tschache Lane has an estimated 2003 ADT
volume of approximately 1250 vpd just west of North 19th Avenue.
Oak Street is classified as an east-west principal arterial within the Bozeman transportation
network, and is partially improved to a half standard adjacent to this project. Future planned
improvement will incorporate a 4-lane section with a raised median and left turn bays. Oak
Street intersects North 19th Avenue at a signalized intersection, and is side-street stop
controlled within the vicinity of the project. Based on intersection turning movement counts, Oak
Street has an estimated 2003 ADT volume of approximately 3550 vpd just west of North 19th
Avenue and 1450 vpd adjacent to the project site.
Davis Larl��is classified as a north-south minor arterial within the Bozeman transportation
network, although an improved street does not currently exist adjacent to the site. Currently,
improvements to Davis Lane consist of a 24-foot gravel surface that begins at Baxter Lane and
travels north. South of the site, the alignment of Davis Lane continues as Fowler Avenue.
North 27th Avenue is classified as a 2-lane north-south collector street within the Bozeman
transportation network. Currently, improvements to North 27th Avenue begin at Oak Street and
travel south to Durston Road. Improvements to the street do not currently exist adjacent to the
site. Based on intersection turning movement counts, North 27th Avenue has an estimated 2003
ADT volume of approximately 1050 vpd just south of Oak Street.
North 19th Avenue is classified as a north-south principle arterial within the Bozeman
transportation network, and is currently the only major north-south running arterial within the
immediate vicinity of the site. Recent improvements to North 19th Avenue have developed the
street to a 4-lane standard with a center left-turning median. Although not directly adjacent to
the project site, this street will serve as a major conduit for site-developed trips. Based on
intersection turning movement counts, North 19th Avenue 2003 ADT volumes range from
approximately 15600 vpd to 22300 vpd.
March 2004
F M0'p F.E�Itd�� Page 12 of 40
Traffic Impact Sty _ West Winds Community
Bozeman, Montana
STUDY INTERSECTIONS
The City of Bozeman identified 4 signalized intersections to be included in this study for traffic
analysis. Additionally, 3 adjacent unsignalized intersections were included for analysis. These
study intersections are identified in Table 1.
Table 1 -Study Intersections
Intersection Signalized Stop Controlled
North 19th Avenue/ Baxter Lane ✓
North 19th Avenue/Tschache Lane ✓
North 19th Avenue/ Oak Street ✓
North 19th Avenue/ Durston Road ✓
Baxter Lane/ Davis Lane fir.. ✓
Baxter Lane / North 27th Avenue ✓
Oak Street/ North 27th Avenue ✓
The intersection of Davis/Fowler at Oak Street has not been specifically analyzed by this study,
as the intersection would not be developed for Phase 1 and is not anticipated to be fully
developed by the project buildout. Should this intersection be fully improved (four legged
intersection) during the development of the West Winds Community, it will be analyzed as a part
of future TIS Updates.
SITE ACCESS
In addition to the 7 study intersections, 12 major access points are planned for the project site.
Of those access points, 3 are planned for construction during Phase 1 development. The 3 site
drive accesses are Buckrake Avenue at Oak Street, Breeze Lane at North 27th Avenue, and
Tschache Lane at North 27th Avenue. The remaining 9 access points will be developed as
necessary and as future demand dictates. Internal access will be provided through a series of
local streets including extensions of Tschache Lane from the east and Hunters Way from the
south. Site driveways will be developed to current City of Bozeman standards with stop control
March 2004
g"61HRf.1 Page 13of40
Traffic Impact Sty - West Winds Community
Bozeman, Montana
on the minor legs of the driveway intersections. The levels of pedestrian treatments considered
appropriate at these site driveways are pedestrian cross bars and stop bars. Depictions of the
internal access roadway sections are provided in the Appendix of this report.
III. TRAFFIC PROJECTIONS
BACKGROUND TRAFFIC
HKM Engineering Inc. collected turning movement counts on Wednesday, December 10 and
collected supplemental turning movement counts on Wednesday, December 17, 2003. Count
data was collected for the following intersections:
1. North 19th Avenue and Baxter Lane
2. North 19th Avenue and Tschache Lane
3. North 19th Avenue and Oak Street
4. North 19th Avenue and Durston Road
5. Baxter Lane and Davis Lane
6. Baxter Lane and North 27th Avenue/Thomas Drive
7. Oak Street and North 27th Avenue
The peak hour of the study area was calculated based on the peak hour of the system. Peak
hour count data collected from these counts are summarized in Figure 4 as "Existing Peak Hour
Traffic". This count data has been processed to reflect an expected 2007 equivalent volume,
and is presented in Figure 5 as "2007 Background Traffic". Count data and volume tabulations
are provided in Section One of the Appendices. Supplementary traffic volume data was also
used from the Greater Bozeman Area Transportation Plan 2001 Update.
Based on discussions with the City of Bozeman, a growth rate of 3.0% per year was employed
to determine 2007 and 2014 background volumes in an effort to estimate increases in demand
due to the development of adjacent subdivisions and expected growth to the Bozeman area
population. This growth rate is considered by HKM to be conservative, based on an evaluation
of the adjacent street system including historic yearly ADT values presented in the Greater
Bozeman Area Transportation Plan 2001 Update and considering the extent of demand already
March 2004
F �� Page 14 of 40
Traffic Impact SiL , - West Winds Community
Bozeman, Montana
placed on the North 19th Avenue corridor, which will tend to encourage alternate travel patters
as demands increase. Regardless, this rate is utilized as the average growth rate per year for
this study.
March 2004
Page 15 of 40
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Traffic pact Study- West Winds Community
Bozeman, Montana
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V
Legend: o
60 (52) = AM Peak(PM Peak) LO
[1850] = Estimated ADT
Figure 4. Existing Peak Hour Traffic
Traffil. ;)act Study- West Winds Community
Bozeman, Montana
J ETQ � ETa 0D NORTH
Lo Nol to Scale
UJ .O E *�' N
G N
ZH Z
M
N
o N=cOv L47(83)
N w L2(27) N LO(101 a v 21 64)
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[2050] 481 ((2903)) [20001 0(1) [2800] 2246(366)
48(93)--
[3500]
48(93) a '0
-M 00
[237501
1 �o� L7(52)
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West Winos I_ _ _ _ _
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ao,-
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LO v
[212001 - �
On,
�43(97) P —47(156)
r18(72) W. Oak Street r + r182(353)
[1600] 66(59)-- �- [3950] 88(1351,
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o ,n 24(9)
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326(249)-- M v o
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'0LO
o�
�c
Legend: ET LID
10
60 (52) = AM Peak(PM Peak)
[18501 = Estimated ADT J
Figure 5, 2007 Background Traffic
r`+csiNrr� i.ti� s
Traffic Impact Sty. West Winds Community
Bozeman, Montana
TRIP GENERATION
Project trip generation is based on trip generation rates as reported in the Institute of
Transportation Engineers (ITE) most recent publication Trip Generation, 74h Edition. Trips were
generated for each expected development type and correspond to the morning and evening
peak hours of the adjacent street network. Generation estimates for the expected Phase 1
development were developed separately from the site buildout, although those trips are included
in the site trip distribution estimates for the buildout condition. Estimated trip generation for the
project is presented in Table 2.
Table 2-West Winds Community Trip Generation
AM Peak Hour PM Peak Hour
RE Weekday Trips Trips Trips Trips
Land Use Code QuantityTripEnds Rate Trios °6In °bout In Out Rate Trips %In %Out In Out
PHASE
Single Family Detached Housing 210 46 Units 440 0.75 35 25% 75% 9 26 1.01 L21
63% 37% 29 17
Low-Income Multi-Family Residential 220 96 Units 645 0.51 49 20% 80% 10 39 0.6265% 35% 39 21
Residnetial Condominium/Townhouse 230 40 Units 234 044 18 17% 83% 3 15 0.5267% 33% 14 7
SUBTOTAL(PHASE 1) 1319 102 22 80 127 82 45
BUILDOUT
Single Family Detached Housing 210 167 Units 1598 0.75 125 25% 75% 31 94 1.01 169 64% 36% 108 61
Apartments 220 62 Units 417 0.51 32 20% 80% 6 26 0.62 38 65% 35% 25 13
Low-Income Multi-Family Residential 230 101 Units 592 0.44 44 17% 83% 7 37 0.52 53 67% 33% 36 17
Residnetial Condominiumrrownhouse 230 52 Units 305 0.44 23 17% 83% 4 19 0.52 27 67% 33% 18 9
Neighborhood Park 2 NA 4 Sites NA 0 0 0% 0% 0 0 0 0 0% 0% 0 0
Neighborhood Community Center' NA 10.0 KSF NA 0 0 0% 0% 0 0 0 0 0% 0% 0 0
Senior Adult Housing-Attached 252 207 Units 720 0.08 17 45% 55% 8 9 0.11 23 61% 39% 14 9
Assisted Living 254 189 Beds 503 0.14 26 65% 35% 17 9 0.22 42 44% 56% 18 24
SUBTOTAL(PHASE 11 THRU X) 4135 267 73 194 352 219 133
TOTAL(BUILDOUT) 5454 369 95 274 479 301 178
Institute of Transportation Engineers Trip Generation Handbook,7th Edition
2 Park will incorporate a natural setting including wetlands and seasonal youth soccer practice fields(not regular soccer fields).
a Community Center is planned to be developed as a neighborhood meeting center and will not offer recreational activities or daily planned events.
March 2004
R W Page 18 of 40
Traffic Impact Sty. West Winds Community
Bozeman, Montana
Of the estimated peak hour trips projected for generation by this development, 27.0% will be
contributed by the Phase 1 development and the remaining site will contribute 73.0%. With
respect to the overall development, 43.5% of the trips will be contributed by single-family
homes, 23.1% by townhouses and condos, 22.0% by apartments, and 11.6% by the
senior/assisted housing.
The development of low-income multi-family residential units is expected along the eastern
portion of the development. Although this development type is not specifically identified within
the generation tables of ITE's Trip Generation guidelines, the generator is expected to closely
resemble both the "Apartment" generation (ITE Code 220) and the "Residential
Condominium/Townhouse" generation (ITE Code 230). Based on expected development trends,
trips for the low-income multi-family residential use have been generated based on these two
ITE codes.
The centerpiece of the West Winds Community is an expansive north/south linear park (West
Winds Park) providing active and passive recreational opportunities as well as a proposed
Neighborhood Community Center. The neighborhood park is expected to incorporate both
unimproved and improved areas including level areas suitable for seasonal soccer practices.
Included in the park is a planned neighborhood community center. The proposed neighborhood
community center is expected to be a gathering place for residents to enjoy such activities as
neighborhood barbecues or to host neighborhood meetings, and could be rented out for casual
events such as wedding receptions, town meetings, etc. As both the park and the community
center are anticipated to be used primarily by the West Winds subdivision, significant internal
trip capture by the generators is anticipated. Moreover, large community parks are planned to
the immediate east and west of the project site providing regional recreational opportunities for
the immediate adjacent area. Lastly, significant bicycle and pedestrian access is anticipated
from outside the subdivision. Although some trips can be expected to originate outside the
development, they are generally expected to occur outside the weekday peak generation hour
of the site or on weekends. As such, trip generation by the park and by the neighborhood
community center is not included in the total generation for the project site. Should either the
park or the community center experience a change in function, an addendum to the master
traffic study may be required.
March 2004
E..41MF.f� iJ CI Page 19 of 40
Traffic Impact Sty - West Winds Community
Bozeman, Montana
Due to the residential nature of the project, assignments of the generated trips have been
classified as having primary destinations with pass-by and diverted trips not anticipated'.
TRIP DISTRIBUTION AND ASSIGNMENTS
Trip distribution percentages for the project site have been based on: existing Bozeman area
traffic patterns as reflected in the turning movement counts taken at the study intersections;
from information gathered in the Greater Bozeman Area Transportation Plan 2001 Update; from
approved traffic studies adjacent to the project site; and from expected directions of travel to
nearby existing commercial and office developments.
Considering only the Phase I development, which assumes a less developed adjacent street
network and development only in the southeast corner of the project site, trip distribution
percentages were modified to reflect an adjusted distribution and a reduction in available site
drive accesses. Trips entering or exiting the site are expected to use one of three site drive
accesses located at Breeze Way/North 27th Avenue, Buckrake Avenue/Oak Street, and
Tschache Lane/North 27th Avenue. Of these trips, all will use the Oak Street/North 27th Avenue
intersection. Over one-half of the Phase I trips are expected to exit the study area using the
North 19th Avenue corridor, while nearly an additional one-quarter of the Phase 1 trips are
expected to cross North 19th Avenue Oak Street. Considering the North 19th Avenue trips, a
three-quarters/one-quarter distribution favoring southbound North 19th Avenue is anticipated in
an effort to reach employment centers in and around Bozeman and the surrounding area. Of the
total trips, 15% are anticipated to travel north or northwest of the development towards northern
Bozeman, Belgrade, or to the Interstate 90 corridor. Phase I trip distribution characteristics are
presented in Figure 6.
At buildout, site trips are expected to exit the site from one of 12 different site access points
located around the project site. Approximately one-half of all the project buildout trips generated
by the site are expected to exit the study area using the North 19th Avenue corridor, while an
additional one-quarter of the project buildout trips are expected to cross North 19th Avenue at
Baxter, Oak, and Tschache. Of the North 19th Avenue trips, a four-fifths/one-fifth distribution
Pass-by trips are those trips attracted from background traffic passing the site on adjacent roadways and as such,do
not add new traffic to the adjacent street system. Diverted trips are trips attracted from background traffic volumes
already on non-adjacent roadways in the vicinity of the project site.
March 2004
�fi W Page 20 of 40
Traffic Impact St. - West Winds Community
Bozeman, Montana
favoring southbound North 191h Avenue is anticipated in an effort to reach employment centers
in and around Bozeman and the surrounding area. Of the total trips, only 15% are anticipated to
travel north or northwest of the development towards northern Bozeman, Belgrade, or to the
Interstate 90 corridor. Project buildout trip distribution characteristics are presented in Figure 7.
Site trips for the Phase 1 development and for the project buildout reflecting the above
considerations and the trip generation estimates are depicted in Figure 8. These site trips have
been added to the projected background traffic estimates to yield anticipated demands at the
completion of Phase 1, and are depicted in Figures 9 as "2007 Background Plus Phase 1",
including average daily traffic (ADT) estimates based on the assumption that the PM peak hour
demands are equivalent to 10% of the ADT.
Background traffic estimates for the project buildout were estimated based on the 3% growth
rate, a 2014 expected completion date, and static Phase 1 site trips, and is depicted in Figure
10 as "2014 Background Traffic". Site trips for the buildout condition reflecting the above
considerations and the trip generation estimates are depicted in Figure 11. Project site trips for
the buildout condition have been added to the projected 2014 background traffic estimate to
yield anticipated demands at the completion of the development, and are depicted in Figure 12
as "2014 Background Plus Buildout", including average daily traffic (ADT) estimates.
March 2004
Page 21 of 40
TraA pact Study- West Winds Community
Bozeman, Montana
(D > 4)
� G d
A
d
J Q Q NORTH
s E s Not to Scale
H AMA o �'
•> N t r
G Z Z
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Baxter Lane
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I I
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I �e n J s I
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I
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I
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d
a
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d a
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Durston Road 0% 1 5%
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Figure 6, Trip Distribution - Phase 1
*am .
@ N o IN 9[f I N G
TraM pact Study- West Winds Community
Bozeman, Montana
>
in
d �
C �
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rA ti O "r
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� 20%
� � L
J � �
QZ
os
U
ti
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Durston Road 1 % l 5°io
25%
Figure 7. Trip Distribution - Project Buildout
Traffic pact Study- West Winds Community
Bozeman, Montana
m > _
L
C > p Q
t NOgTH
yr-- O r NM b Scab
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p Z �
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a 'Ta
a�
1 2 3
Legend:
60 (52) = AM Peak(PM Peak)
Figure 8. Phase I Site Trips
1NOIMIrMIN�3 .�
Traffic )act Study- West Winds Community
Bozeman, Montana
m c
J O > Q O
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y � M O LO NoHo5cOe
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[2050] 1 (20)
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00
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[214001LO
o t N 10(39) ��`� l-46(150)
2 co —49(119) 0 N —52(174)
y `1 e(72) W. Oak Street j182(353)
_ — — 0(0) �_f r 4900 102(143)J �1 f r
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o N L8(30) 181 (239)J f ('
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LO
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a �
1 2 3
0
0
00
Legend:
60 (52) = AM Peak(PM Peak)
[18501 = Estimated ADT Figure9, 2007 Background Plus Phase I
Traffic act Study- West Winds Community
Bozeman, Montana
_ d
(D _
C r . d
J O j ET
Q O
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.> 00 O yr Noi to Scale
Q u O c7
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00
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)
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— 0(0)J -, t r' * 111 (168)
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[14350] 405(308)w o m
112(66)� �:rn�
nn o
N O•
Legend:
60 (52) = AM Peak(PM Peak) o
[1850] = Estimated ADT N
* = Future ADT expected to be higher
due to adjacent improvements
and anticipated connections.
Figurel 0, 2014 Background (Incl. Phase 1 )
Traffic pact Study- West Winds Community
Bozeman, Montana
_ d
a� (D c
>
J > a NOFTH
4 Q Nol to Scale
Q O
r
Nt Z
ZF
+"� �-6(1) Baxter Lane `2 i7) - 2(7)
1 (2)— } 14(9)— r' 14(9)J }
0(1)� v 6(4) v
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West Win s Tschache Lane 5+ —1 (2)
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Community 2(1)—))J
-
19(13)� N" 11 (64) W. Oak Street 1 (4)
—21 (64) l —13(39)
57(39)-- -1 } 2 -1 1
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a
a
ti Z
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Z
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co N �9(26)
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1 (2) }
10(7)-)
Legend:
60 (52) = AM Peak(PM Peak) Figurel 1 , Buildout Site Trips
f'-+ � INfl111 WB ��
Traffic act Study- West Winds Community
Bozeman, Montana
_ d
as d _
C = •L d
J EO Q) 0 Q O0
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o S y�,� Not to Scale
G u o c>
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N Lt Z
Z H P
M
0 11 38 c�o M 0(12) M°—�n `58(102)
'2'-0 ` ( ) �77(134) °� - 27(81)
+ `o(0)9 Baxter Lane ` r3(12) + r44(91)
[2550] ' (25)J [2700] 0(') [3850] 49(92) -, } �- [4400]
61 (117)-- ENO 74(124)— oo� 37(48)— oc7v
0(2)7 vo 0(0)� 60(115)-� Noa
01
0
Lo [294001
N
c')^ L 8 64
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Community [2200] * ''4(7)— N s [1600]
67(102)�
m NM
a
* N
[1800] —� [265001
N P N
o N� 17(55) ^ o �-58(168)
0 v co —79(202) o —75(247)
r r22(89) W. Oak Street r224(435)
0(0) } * 113(169),
[4000] * 158(121)— [7200] 227(176)-- M ui ao
I 40(29) 0D 99(57) a o N
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o c N —195(306)
c + rl04(111)
Durston Road
224(2961 1 } f
[14700] 411 (312)— ;:-s�F
122(72) °2
�o
o
Legend:
60 (52) = AM Peak (PM Peak) a
[1850] = Estimated ADT N
* = Future ADT expected to be higher
due to adjacent improvements
and anticipated connections.
Figurel 2, 2014 Background Plus Buildout
MF�'RIN[l�1M� �
Traffic Impact Stt West Winds Community
Bozeman, Montana
IV. OPERATIONAL ANALYSIS
INTERSECTION CAPACITY AND LEVEL-OF-SERVICE
Intersection capacity analyses have been conducted using the procedures outlined in Part III,
Chapters 16 "Signalized Intersections" and Chapter 17 "Unsignalized Intersections" of the
Highway Capacity Manual 2000 (HCM) and through the use of SYNCHRO traffic signal timing
and analysis software and based on HCM delay, capacity, and level-of-service calculations.
Calculation forms for the analyses are contained in Section Two of the Appendices. In
accordance with the HCM procedures, Level-of-Service (LOS) has been determined by
estimating the average vehicular delay of the intersections and the intersection movements. The
range of traffic delays associated with each LOS is presented in Table 3 for both signalized and
unsignalized intersections. It should be noted that delay thresholds for a given LOS for
unsignalized intersections are lower than those given for signalized intersections. This
difference, as explained in Chapter 17 of the 2000 HCM, is to account for the greater variability
in delay associated with unsignalized movements and the different driver exceptions associates
with each type of intersection control, with the expectation that signalized intersections are
designed to carry higher traffic volumes and therefore will experience greater delay than an
unsignalized intersection.
Table 3 - Level-of-Service Criteria
LOS Signalized Intersection Unsignalized Intersection
Average Delay (sec I veh) Average Delay (sec I veh)
A < 10 _< 10
B I > 10to20 > 10to15
C ! > 20to35 > 15to25
D > 35 to 55 > 25 to 35
E > 55 to 80 > 35 to 50
F > 80 > 50
March 2004
f�r Page 29 of 40
Traffic Impact Sk West Winds Community
Bozeman, Montana
Analyses of intersections under signal control are summarized in Table 4 herein, representing a
best-case scenario with optimized signal cycle lengths and intersection splits. The analysis
indicates that all of the subject intersections can be expected to operate at a satisfactory LOS
and with adequate capacity for the Phase I condition.
Table 4- Level-of-Service Summary for Signalized Intersections
AM Peak Hour PM Peak Hour
Intersection Traffic Condition
V/C I Delay LOS VIC Delay LOS
2003 Existing 0.60 25.4 C 0.68 26.1 C
2007 Background 0.72 28.5 C 0.82 25.7 C
N. 19th Ave.and Durston Rd.22007 Background+Phase 1 0.73 29.0 C 0.79 33.6 C
2014 Background Incl. Phase 1 0.87 45.8 D 0.94 54.2 D
2014 Buildout 0.91 50.6 D 0.96 62.0 E
2003 Existing 0.47 15.8 B 0.67 18.4 B
2007 Background 0.47 15.1 B 0.83 23.9 C
N. 19th Ave.and Oak St. 2007 Background +Phase 1 0.50 16.2 B 0.84 25.2 C
2014 Background Incl. Phase 1 0.68 19.7 B 0.98 46.4 D
2014 Buildout 0.75 25.9 C OVER 53.1 D
2007 Background 0.37 3.2 A 0.46 6.1 A
2007 Background+Phase 1 0.38 3.2 A 0.46 6.1 A
N. 19th Ave.and Tschache Ln.
2014 Background Incl. Phase 1 0.48 4.1 A 0.55 7.4 A
2014 Buildout 0.50 5.2 A 0.57 7.7 A
2007 Background 0.48 8.1 A 0.64 12.5 B
2007 Background+Phase 1 0.48 7.9 A 0.65 12.6 B
N. 19th Ave.and Baxter Ln. -
2014 Background Incl. Phase 1 0.62 10 B 0.82 21.7 C
__
2014 Buildout 0.64 10.3 B 0.83 F2.9 C
2 Regional improvements prior to project buildout will be necessary to alleviate capacity problems on Durston Road
regardless of development by this project.
March 2004
E. � Page 30 of 40
Traffic Impact StG West Winds Community
Bozeman, Montana
In the Buildout condition, the intersection of North 19th Avenue and Durston Road reaches LOS
E and will just serve the volume of traffic that would be expected to use the roadway and the
intersection based on anticipated growth rates (capacity). This intersection currently exhibits a
high volume of east-west demand. Although improvements are scheduled for Durston Road
including the intersection with North 19th Avenue, due right-of-way issues, the project will not
address the capacity problems that may inevitably plague the corridor. Regardless of
development at the West Winds Community site, consideration should be given to performing
regional improvements to Durston Road to improve corridor and intersection capacity, and
intersection delay including the addition of a second thru lane eastbound and westbound, and
an exclusive right turn lane on the north leg of the North 19th Avenue/Durston Road intersection,
which is expected to see demands over 300 vph in the PM peak hour3. It should be noted,
however, that as other nearby east-west roadways are developed and as motorists choose to
use alternate routes due to delay and queue issues along Durston Road, that demand along
Durston Road could stabilize.
The intersection of North 19th Avenue and Oak Street reaches LOS D, and based on capacity
calculations, is unable to serve the volume of traffic that would be expected to use the
intersection based on anticipated growth rates (overcapacity). This intersection currently
exhibits a high volume of left-turn demand on the east leg of the intersection that cannot
adequately be served by the existing intersection configuration. Degradation of this intersection
would occur regardless of this proposed project, as this movement is not used by the expected
site trips. Consideration should also be given to addressing through regional improvements the
high SB right-turn demand and SB left-turn demand already inherent to this intersection,
regardless of project trips.
3 The addition of a southbound(north leg) right-turn lane will improve intersection delay and LOS from E to D in
the PM peak hour.
March 2004
fi MQINEf IIiN C) Page 31 of 40
Traffic Impact Stc West Winds Community
Bozeman, Montana
Analyses of the unsignalized intersections and Phase I drive accesses are summarized in Table
5 and Table 6, respectively, and indicate that all of the subject intersection can be expected to
operate at a satisfactory LOS with adequate capacity for the Phase I condition. The remaining
site drive accesses for the Buildout condition were not specifically analyzed due to the planning
nature of the future phases, but are all expected to operate at a satisfactory LOS and with
adequate capacity based on the volume of trips expected to be generated in the AM and PM
peak hours, and expected cross street volumes. The unsignalized intersections in the Buildout
condition are expected to operate at a satisfactory LOS and with adequate capacity.
Regardless, as future phases of development are planned, updates to this master traffic study
may be necessary to evaluate the site drive accesses for those phases.
Table 5- Level-of-Service Summary for Minor Street Stop-Controlled Intersections
Worst-Case Approach
Intersection Traffic Condition AM Peak Hour PM Peak Hour
Delay LOS Delay LOS
2007 Background 8.9 A 9.4 A
2007 Background+Phase 1 8.9 A 9.4 A
Baxter Ln.and Fowler/Davis
2014 Background Incl. Phase 1 9.8 A 11.2 B
2014 Buildout 9.9 A 11.3 B
2007 Background 9.1 A 9.3 A
2007 Background+ Phase 1 9.1 A 9.3 A
Baxter Ln.and N.27th Ave.
2014 Background Incl. Phase 1 9.4 A 9.7 A
2014 Buildout 9.6 A 10.0 A
2007 Background 8.8 A 8.9 A
2007 Background+ Phase 1 10.8 B 12.8 B
W.Oak St.and N.27th Ave.
2014 Background Incl. Phase 1 10.9 B 13.4 B
2014 Buildout 12.2 B 16.6 C
March 2004
W Page 32 of 40
Traffic Impact StL West Winds Community
Bozeman, Montana
Table 6-2007 Phase 1 Site Drive Access Points
Worst-Case Approach
Intersection Traffic Condition AM Peak Hour AM Peak Hour
Delay LOS Delay LOS
2007 Background NA NA NA NA
W. Oak St.and Buckrake Ave.
2007 Background+ Phase 1 9.1 A 9.5 A
2007 Background NA NA NA NA
N.27th Avenue and Tschache Ln.
2007 Background+Phase 1 8.4 A 8.4 f A
2007 Background NA NA NA NA
N.27th Avenue and Breeze Ln.
FBackground+ Phase 1 8.5 A 8.4 A
TRAFFIC IMPACTS FROM PHASE 1
Phase I of the West Winds Community is anticipated to begin development in 2004/2005, with
substantial completion by 2007. Road improvements adjacent to the Phase 1 development will
be to Oak Street from North 27th Avenue to Buckrack Avenue, and to North 27th Avenue from
Oak Street to Tschache Lane. Tschache Lane is not expected to be completed between North
19th Avenue and North 27th Avenue by the development of Phase 1. As such, 100% of the
estimated trips generated by the Phase 1 development will exit the area using the Oak
Street/North 27th Avenue intersection, representing approximately one-third of the expected
intersections peak hour volume.
As demonstrated by the unsignalized intersection LOS analysis, no significant impacts to the
study area are anticipated by the development of Phase 1. Moreover, low demand at the
adjacent unsignalized intersections, including the intersection of North 27th Avenue with Oak
Street, does not necessitate the need for a signal warrant analyses at this time. As future
updates to this TIS are developed for subsequent phase developments, warrant analyses will be
revisited
The analysis of the signalized intersections also does not indicated significant impacts to the
study area, except for poor LOS at the intersections of North 19th Avenue with Durston Road
and at the intersection of North 19ffi Avenue with Oak Street, regardless of Phase 1
March 2004
I,�, N I ,r,,, .� Page 33 of 40
Traffic Impact StG West Winds Community
Bozeman, Montana
development. A review of the worse-case traffic impacts to the North 191h Avenue / Durston
Road intersection and the North 19th Avenue / Oak Street intersection by Phase 1 trips indicate
impacts of 1.7% and 3.6%, respectively, to the total intersection volume, and worse case
impacts to the North 191h Avenue / Durston Road intersection and the North 191h Avenue / Oak
Street intersection capacity of 2.4% and 1.1%, respectively.4 Very little change in intersection
delay is expected. Examining each individual intersection reveals that degradation of the North
19th Avenue and Oak Street intersection can be contributed to a high east-leg left turning
movement of approximately 353 vehicles in the PM peak hour, of which the Phase 1 trips do not
contribute. Improvements to this intersection are not included in the Greater Bozeman Area
Transportation Plan 2001 Update, although consideration by the City should be given to
incorporating a second westbound left turn lane and split intersection phasing to improve delay
and capacity.
The degradation of North 19th Avenue and Durston Road intersection can be contributed to a
high volume of east-west traffic and southbound right-turning traffic, regardless of trips
contributed by Phase 1. Although regional improvements have been recommended and
programmed for Durston Road to upgrade the roadway section from 2-lanes to 3-lanes, these
improvements do not address the potential need for additional capacity along the route, and at
its intersection with North 19th Avenue. It should be noted, however, that as additional east-west
roadways and north-south roadways are developed in the area, motorists may choose to use
alternate routes through the area, thus leveling the capacity issues along Durston Road.
A summary of traffic impacts to each of the study intersections by Phase 1 of the West Winds
Community is provided in Table 7.
4 As a percent change between the Background capacity and the Background Plus Phase 1 capacity
March 2004
F M'0 F.F11i?4C Page 34 of 40
Traffic Impact Sty, West Winds Community
Bozeman, Montana
Table 7. Phase 1 Traffic Volumes as a Percent of the Total Volume
Intersection Contribution. AM (PM)
I
N. 19th Ave. and Durston Rd. 1.6% (1.7%)
N. 19th Ave. and Oak St. 3.6% (3.1%)
N. 19th Ave. and Tschache Ln. 1.1% (0.9%)
i
N. 19th Ave. and Baxter Ln. 0.9% (0.7%)
Baxter Ln. and Fowler/Davis NA
Baxter Ln. and N. 27th Ave. NA
W. Oak St. and N. 27th Ave. 35.5% (31.8%)
TRAFFIC IMPACTS FROM BUILDOUT
Buildout of the West Winds Community is anticipated for completion in 2014, depending on
future market trends and development demand. Road improvements adjacent to the project will
include Oak Street from North 27th Avenue to Davis Lane, North 27th Avenue from Tschache
Lane to Baxter Lane, and Davis Lane from Oak Street to Baxter Lane. Tschache Lane is
expected to extend to North 27th Avenue by the buildout of the West Winds Community.
As demonstrated by the unsignalized intersection LOS analysis, no significant impacts to the
study area are anticipated by the buildout of the project, except for an anticipated LOS C at the
intersection of Oak Street and North 27th Avenue. As this LOS is deemed acceptable for a two-
way stop-controlled (TWSC) intersection, signalization is not considered necessary at this time.
However, consideration for future signalization of the intersection should be made, including
appropriate setbacks and sight visibility zones. Volumes are not considered excessively high,
therefore special pedestrian treatments beyond those typically installed at TWSC intersection
(stop bars and marked pedestrian crosswalks) are not considered necessary. Advance signing
along Oak Street alerting motorists to a pedestrian crossing area is recommended, as this
intersection may be used as a walking route to area schools.
March 2004
RIN 6FIIlbf Page 35 of 40
Traffic Impact Sh - West Winds Community
Bozeman, Montana
The analysis of the signalized intersections generally does not indicated significant impacts to
the study area, although the analysis does indicate a degradation in LOS at the intersections of
North 19th Avenue with Durston Road and North 19th Avenue with Oak Street. A review of the
worse case traffic impacts to the North 191h Avenue / Durston Road intersection and the North
19th Avenue / Oak Street intersection by the buildout trips indicate impacts of 5.1% and 7.1%,
respectively, to the total intersection volume. Review of the worse case impacts to the
intersection capacity of North 19th Avenue / Durston Road and North 19th Avenue / Oak Street
are 5.5% and 14.0%, respectively.5
Discussions with City staff indicate a desire to restrict left-turning movements to some of the site
driveways along Baxter Lane, sometimes described as right-in / right-out driveways. Based on
the analysis of the potential trip generation and traffic patterns expected to occur at project
buildout, the inclusion of right-in / right-out site driveways should not significantly impact the
development of this subdivision, and will serve to decrease the potential for "cut-across" traffic
through the subdivision. It is recommended, however, that the intersection of Hunters Way with
Baxter Lane be developed as a full movement intersection.
Additional recommendations by City staff include the development of 4-way stop controlled
intersections internal to the subdivision. At this time, 4-way stop controlled intersections are not
expected to adversely impact the traffic patters internal to the subdivision, and will be evaluated
during subsequent updates to the TIS for specific future phase development.
A summary of traffic impacts to each of the study intersections by the buildout, including Phase
1, of the West Winds Community is provided in Table 7.
S As a percent change from Background capacity to Background Plus Buildout capacity.
March
f.hOilHRf IIIMU � Page 36 of of 40 40
Traffic Impact Stt ! West Winds Community
Bozeman, Montana
Table 8. Buildout Traffic Volumes as a Percent of the Total Volume
Intersection Contribution, AM (PM)
N. 19th Ave. and Durston Rd. 4.5% (5.1%)
N. 19th Ave. and Oak St. 7.1% (6.6%)
N. 19th Ave. and Tschache Ln. 11 2.2% (2.0%)
N. 19th Ave. and Baxter Ln. 2.1% (1.7%)
Baxter Ln. and Fowler/Davis 10.1% (7.9%)
Baxter Ln. and N. 27th Ave. 19.0% (14.5%)
W. Oak St. and N. 27th Ave. 55.1% (52.1%)
WARRANT ANALYSIS
Warrant analyses for the adjacent unsignalized intersections were not performed as each
unsignalized intersection can operate with acceptable delays and with sufficient capacity as a
TWSC intersection. As future updates to the West Winds TIS are performed for subsequent
phase development, the unsignalized intersections adjacent to the development will be re-
evaluated for signal warrants.
V. REVIEW OF COLLSION DATA
The collision data was requested and supplied for the 3-year time period between July 2000
through June 2003 by the Montana Department of Transportation (MDT) for the following study
intersections:
• North 19th Avenue & Durston Road
• North 19th Avenue & Oak Street
• North 19th Avenue & Tschache Lane
• North 19th Avenue & Baxter Lane
• Davis/Fowler& Baxter Lane
March 2004
Page 37 of 40
Traffic Impact Sti- West Winds Community
Bozeman, Montana
kl1 Accident rates per million entering vehicles (MEV) were computed for each of the intersections
based on millions of entering vehicles and are listed below.
Table 9. Collision Rates
Collision Rate per MEV
North 191h Avenue & Durston Road 0.60
North 19th Avenue & Oak Street 1.24
North 19th Avenue &Tschache Lane 0.28
North 191h Avenue & Baxter Lane 0.65
Davis/Fowler& Baxter Lane 0.41
The data indicates that there are no critical collision locations near the project development. It
was noted that the intersection of North 19th Avenue & Oak Street exhibits a higher collision rate
than the adjacent intersections due to the predominance of "rear-end" and "side-swipe" type
accidents.
The development of the West Winds Community is not expected to increase collision rates at
the study intersections.
VI. CONCLUSIONS AND RECOMMENDATIONS
The analysis presented herein indicates that the site-generated traffic can be adequately
accommodated by the existing and proposed roadway system for both the Phase 1
development and for the project buildout. While the majority of the study intersections exhibit
satisfactory levels of service of A, B, or C, the intersections of North 19th Avenue at Durston
Road and North 19th Avenue at Oak Street exhibit levels of service of E and D, respectively6.
This degradation in LOS can be attributed to background traffic volumes and would occur
regardless of development by this project.
6 Although LOS D is considered acceptable by the City of Bozeman,future planning by the City regarding the North
19`h Avenue/Oak Street should be considered.
March 2004
A.C.i NR 9,1060 Page 38 of 40
Traffic Impact Sty West Winds Community
Bozeman, Montana
Recommendations based on this study are as follows:
• No mitigation to the existing roadway system beyond planned improvements to Oak
Street, Davis Lane, Baxter Lane, and North 27th Avenue is necessary due to the
additional traffic generated by the proposed Phase 1 development or the project Buildout.
• Improvements to adjacent streets should be constructed to City of Bozeman approved
street standards.
• Site drive accesses should be developed according to local standards, should
incorporate appropriate throat depths, and provide for the safe passage of pedestrians
across the drive access. Pedestrian crosswalks should be installed at each site driveway.
• Exclusive right-turn lanes at site drive accesses are not considered necessary or
warranted as right-turn demands are predicted to be below 100 vph during the peak
traffic hours.
• Left turn demand on the east leg of the North 191h Avenue and Oak Street intersection is
projected to exceed 400 vph during the PM peak hour, regardless of project
development. A volume of 300 vph is generally cited as a guideline towards the
development of a dual left-turn lane, and should be considered by the City of Bozeman
as a future regional improvement to the intersection. No project trips contribute to this
movement.
• No significant impacts to the intersection of Durston Road at North 19th Avenue are
anticipated for the Phase 1 development. A review of the intersection of North 19th
Avenue at Durston Road indicates that signal improvements may improve the expected
LOS of E projected for the project buildout. Although improvements to Durston Road are
currently planned and will include the addition of a two-way left turn (TWLT) lane; these
improvements will do little to improve capacity along the corridor, or at its intersection
with North 19th Avenue. Regardless, as additional east-west and north-south arterials and
collectors are developed adjacent to Durston Road, demand along Durston Road can be
expected to stabilize.
March of 40
6 FaI=—NG . Page 39 of
Traffic Impact StG West Winds Community
Bozeman, Montana
• Although not warranted at this time, developer funding participation for a future signalized
intersection at Oak Street and North 27th Avenue should be considered at a rate equal to
the percentage of"conflicting critical movement" site traffic to the total expected capacity
of the travel lane. Means of potential funding for a signal at Oak Street and North 27th
Avenue include traffic impact funds, private funding, or a SID. Should a signal be
warranted at a later date, a SID appears to be the preferred means of funding. An SID
would allow proper proportioning of impact and benefit to the users. The West Winds
Developer is agreeable to a "Waiver of Protest to SID" for the potential signal
improvements at this intersection.
• The development of the West Winds Community is not expected to increase collision
rates at the study intersections.
March 2004
F Page 40 of 40
APPENDIX
SECTION ONE
Background Traffic Counts - West Winds Community Study Area
1. N. 19th Avenue&Durston Road
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int Peak
15-min 19th Avenue North 19th Avenue North Durston Road Durston Road Count Hour
Interval Right Through Left Right Through Left Right Through Left Right Through Left
7:00-7:15 4 63 7 10 97 27 8 43 32 4 18 6 291 1688
7:15-7:30 7 86 17 18 136 33 14 49 37 6 13 11 397 1954
7:30-7:45 6 70 12 31 167 19 22 73 38 6 26 10 438 2048
7:45-8:00 19 117 23 36 177 49 25 81 35 16 31 18 562 2062
8:00-8:15 1 15 1 114 16 34 154 73 17 90 44 14 26 14 557 1968
8:15-8:30 9 1 107 28 33 1 133 44 14 81 42 16 44 26 491
8:30-8:45 8 1 85 23 43 1 171 24 20 38 40 13 38 17 452
8:45-9:00 10 1 127 14 29 147 25 25 49 42 7 29 16 468
4:00-4:15 10 169 32 31 170 21 15 37 62 44 52 26 547 2251
4:15-4:30 15 183 29 52 164 28 9 47 60 22 53 26 587 2255
4:30-4:45 12 173 27 53 142 24 10 39 51 36 51 16 531 2169
4:45-5:00 17 156 36 54 155 34 14 67 53 27 41 23 586 2175
5:00-5:15 12 147 26 58 151 30 11 68 48 16 68 15 551 2077
5:15-5:30 13 146 34 43 129 27 14 46 49 36 68 21 S91
5:30-5:45 13 179 23 65 140 25 14 39 39 21 70 16 537
5:45-6:00 13 124 24 29 136 35 12 61 54 32 54 20 488
AM Intersection Peak Hour Factor(PHF)= 91.7%
PM Intersection Peak Hour Factor(PHF)= 96.0%
2. N. 19th Avenue&Oak Street
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int Peak
15-min 19th Avenue North 19th Avenue North Oak Street Oak Street Count Hour
Interval Right Through Left Right Through Left Right Through Left Right Through Left
7:00-7:15 35 59 0 0 111 9 1 10 10 4 4 17 260 1491
7:15-7:30 42 66 1 6 155 13 0 18 16 3 19 21 360 1682
7:30-7:45 38 67 0 15 164 23 6 22 14 5 10 39 403 1763
7:45-8:00 52 96 0 1 177 26 4 50 15 4 6 37 468 1827
8:00-8:15 46 90 5 17 168 22 6 27 16 5 14 35 451 1782
8:15-8:30 59 95 2 11 132 12 8 30 25 16 7 44 441
8:30-8:45 48 89 4 16 167 21 3 20 22 16 15 46 467
8:45-9:00 38 103 2 5 137 20 4 25 7 17 14 1 6 52 423
4:00-4:15 61 217 2 20 142 35 1 21 28 35 43 55 660 2614
4:15-4:30 59 195 0 20 178 35 1 15 30 27 30 72 fo2 2621
4:30-4:45 45 175 2 21 142 47 1 22 28 31 22 63 5M 2547
4:45-5:00 44 172 3 23 176 43 2 39 31 39 42 79 693 2587
5:00-5:15 24 171 6 25 158 40 4 27 31 36 45 100 067 2415
5:15-5:30 41 130 3 30 129 34 0 33 28 23 54 83 588
5:30-5:45 55 159 3 23 157 34 1 24 23 36 46 78 839
5:45-6:00 35 118 1 22 131 31 5 1 26 17 23 49 63 1 521
AM Intersection Peak Hour Factor(PHF)= 97.6%
PM Intersection Peak Hour Factor(PHF)= 94.6%
TrafficCountTabs.xls
Background Traffic Counts - West Winds Community Study Area
3. N. 19th Avenue&Tschache Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int Peak
19th Avenue North 19th Avenue North Tschache Lane Tschache Lane Count Hour
Right Through Left Right Through Left Right Through Left Right Through Left
7:00-7:15 0 73 1 0 136 1 0 0 0 0 1 0 212 1248
7:15-7:30 0 101 1 0 185 0 2 1 0 0 0 0 290 1431
7:30-7:45 1 98 2 0 253 2 3 0 1 1 0 1 302 1501
7:45-8:00 0 120 9 1 248 1 2 0 0 3 0 0 384 1492
8:00-8:15 2 116 13 0 250 0 13 0 1 0 0 0 395 1431
8:15-8:30 0 130 12 0 200 1 14 0 1 2 0 0 360
8:30-8:45 0 116 10 0 213 1 6 1 5 1 0 0 353
8:45-9:00 0 137 7 2 163 2 5 0 5 1 0 1 323
4:00-4:15 0 284 6 0 216 8 15 2 5 11 3 4 554 2121
4:15-4:30 2 251 4 0 253 8 20 3 6 10 0 6 563 2013
4:30-4:45 3 219 5 0 228 13 12 1 5 8 0 4 408 1889
4:45-5:00 0 221 7 1 228 5 15 0 10 14 3 2 506 1853
5:00-5:15 2 193 6 0 192 8 17 0 7 14 3 4 446 1773
5:15-5:30 0 162 3 3 214 6 12 1 5 21 3 9 433
5:30-5:45 0 1 194 5 1 213 0 10 1 12 18 1 7 462
5:45-6:00 0 1 183 1 B 1 1 203 4 12 0 2 13 0 0 423
AM Intersection Peak Hour Factor(PHF)= 95.0%
PM Intersection Peak Hour Factor(PHF)= 94.2%
4. N. 19th Avenue& Baxter Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int Peak
19th Avenue North 19th Avenue North Baxter Lane Baxter Lane Count Hour
Right Through Left Right Through Left Right Through Left Right Through Left
7:00-7:15 2 64 4 11 132 9 8 1 1 3 3 0 238 1317
7:15-7:30 10 70 13 10 167 5 5 0 0 1 4 0 265 1500
7:30-7:45 5 91 8 4 214 11 8 3 1 5 5 3 358 1600
7:45-8:00 12 101 7 11 246 13 13 7 6 1 13 3 4 438 1627
8:00-8:15 7 109 8 6 239 16 8 4 3 1 7 5 9 421 1533
8:15-8:30 6 121 21 8 184 5 8 8 2 8 8 6 3c5
8:30-8:45 7 101 16 11 188 4 14 2 12 14 3 13 3P-5
8:45-9:00 0 113 20 6 148 10 14 8 3 9 3 8 342
4:00-4:15 3 276 17 9 195 5 14 6 16 19 10 13 583 2502
4:15-4:30 15 259 20 10 247 8 20 9 11 19 8 13 639 2593
4:30-4:45 16 291 14 4 266 4 17 10 18 11 19 11 661 2516
4:45-5:00 11 238 17 7 222 6 27 9 13 22 13 14 5P9 2422
5:00-5:15 19 263 14 4 263 5 19 3 17 22 17 28 674 2368
5:15-5:30 15 267 11 3 194 2 17 1 7 15 17 13 562
5:30-5:45 7 248 3 1 245 3 13 1 7 22 18 19 537
5:45-6:00 17 207 19 2 231 10 3 2 4 24 10 6 535
AM Intersection Peak Hour Factor(PHF)= 93.3%
PM Intersection Peak Hour Factor(PHF)= 95.2%
TrafficCou ntTa bs.xls
Background Traffic Counts - West Winds Community Study Area
5. N.27th Avenue and Baxter Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int Peak
N.27th Avenue N.27th Avenue Baxter Lane Baxter Lane Count Hour
Right Through Left Right Through Left Right Through Left Right Through Left
7:00-7:15 0 0 3 0 2 0 0 6 0 11 86
7:15-7:30 0 0 6 0 1 0 1 22 0 30 99
7:30-7:45 0 0 2 0 6 0 0 9 0 17 95
7:45-8:00 0 0 2 0 12 0 0 14 0 28 102
8:00-8:15 1 0 1 0 10 0 0 12 0 24 98
8:15-8:30 0 0 2 0 1 10 0 0 14 0 28
8:30-8:45 0 0 1 0 11 0 0 12 0 24
8:45-9:00 0 0 0 0 12 0 2 10 0 24
P4:45-5:00
1 0 0 0 14 1 0 10 0 26 164
0 0 0 0 14 0 0 23 0 37 183
1 0 1 0 24 1 6 18 0 51 193
1 0 1 0 29 0 0 19 0 50 182
0 0 0 0 16 0 3 26 0 45 167
: - : 1 0 0 0 19 1 1 25 0 47
5:30-5:45 0 0 1 0 9 1 3 26 0 40
5:45-6:00 2 0 0 0 6 0 1 3 1 24 0 35
AM Intersection Peak Hour Factor(PHF)= 91.1%
PM Intersection Peak Hour Factor(PHF)= 94.6%
6. Davis Lane and Baxter Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int Peak
Davis Lane Davis Lane Baxter Lane Baxter Lane Count Hour
Ri ht Throu.,hhl Left Ri ht Throu h Left Ri ht Throu h Left Right Throu h Left
7:00-7:15 _ 1 0 0 0 2 0 0 9 0 12 101
7:15-7:30 3 0 0 0 1 0 0 20 0 24 112
7:30-7:45 0 0 0 0 9 3 0 11 0 23 116
7:45-8:00 6 0 1 0 20 0 0 15 0 42 116
8:00-8:15 4 0 0 0 6 1 0 12 0 23 97
8:15-8:30 0 0 4 0 8 0 1 15 0 28
8:30-8:45 1 0 1 0 9 0 1 11 0 23
8:45-9:00 2 0 1 0 10 1 0 9 0 23
4:00-4:15 1 0 0 0 9 2 2 9 0 23 181
4:15-4:30 1 0 1 0 20 2 2 19 0 45 212
4:30-4:45 3 0 3 0 28 6 4 22 0 66 202
4:45-5:00 5 0 0 0 18 7 4 13 0 47 166
5:00-5:15 0 0 3 0 17 3 14 17 0 54 142
5:15-5:30 0 0 3 0 11 2 6 13 0 35
5:30-5:45 3 0 0 0 5 0 4 18 0 30
5:45-6:00 0 0 0 0 1 1 8 1 13 0 23
AM Intersection Peak Hour Factor(PHF)= 69.0%
PM Intersection Peak Hour Factor(PHF)= 76.5%
TrafficCountTabs.xls
Background Traffic Counts - West Winds Community Study Area
7. N.27th Avenue and Oak Street
From South(Northbound) From North(Souhbound) From West(Eastbound) From East(Westbound) Int Peak
N.27th Avenue N.27th Avenue Oak Street Oak Street Count Hour
Right Through Left Ri ht Through Left Right Through Left Right Through Left
7:00-7:15 10 0 0 0 4 0 0 2 3 19 131
7:15-7:30 9 0 0 0 3 0 0 5 2 19 153
7:30-7:45 14 0 0 0 14 0 0 7 10 46 160
7:45-8:00 21 0 0 0 21 0 03 3 48 164
8:00-8:15 8 0 0 0 11 0 0 15 7 41 149
8:15-8:30 11 0 0 1 15 0 0 7 1 35
8:30-8:45 9 0 0 0 1 13 1 0 0 13 5 40
8:45-9:00 9 0 0 0 1 11 0 0 8 4 32
4:00-4:15 11 0 0 0 14 0 0 20 1 16 61 231
4:15-4:30 8 0 0 0 9 0 0 17 14 48 240
4:30-4:45 9 0 3 0 10 0 0 22 13 57 268
4:45-5:00 7 0 0 2 16 0 0 22 18 65 265
5:00-5:15 9 0 0 0 17 0 0 25 19 70 271
5:15-5:30 9 0 0 0 12 0 0 25 30 76
5:30-5:45 6 0 2 0 12 0 0 17 17 54
5:45-6:00 12 0 1 0 11 0 0 1 20 27 71
AM Intersection Peak Hour Factor(PHF)= 85.4%
PM Intersection Peak Hour Factor(PHF)= 89.1%
TrafficCountTabs.xls
System Peak Hour
PEAK HOUR OF INTERSECTION
THE SYSTEM HOUR TOTAL
1 2 3 4 5 6 7
7:00 1688 1491 1248 1317 86 101 131 6062
7:15 1954 1682 1431 1500 99 112 153 6931
AM PEAK HOUR 7:30 2048 1763 1501 1600 95 116 169 7292
7:45 2062 1827 1492 1627 102 116 164 7390
8:00 1968 1782 1431 1533 98 97 148 7057
TOTAL 9720 8545 7103 7577 480 542 765 34732
4:00 2251 2614 2121 2502 164 181 231 10064
4:15 2255 2621 2013 2593 183 212 240 10117
PM PEAK HOUR 4:30 2169 2547 1889 2516 193 202 268 9784
4:45 2175 2587 1853 2422 182 166 265 9650
5:00 2077 2415 1773 2358 167 142 271 9203
TOTAL 10927 1 12784 9649 12391 889 903 1275 48818
Intersection Key
1 19th&Durston
2 19th&Oak
3 19th&Tschache
4 19th&Baxter
5 Baxter&N 27th
6 Baxter&Davis
7 Oak&N 27th
Phase I Traffic- Peak Hour of the System
N. 19th Avenue&Durston Road
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
15-min 19th Avenue North 19th Avenue North Durston Road Durston Road Count
Interval Left Through Ri ht Left Throu h Ri ht Left Through Right Left Throu h Right
7:45-8:00 23 117 19 49 177 36 35 81 25 18 31 16 627
8:00-8:15 16 114 15 73 154 34 44 90 17 14 26 14 611
8:15-8:30 28 107 9 44 133 33 42 81 14 26 44 16 577
8:30-8:45 23 85 8 24 171 43 40 38 20 17 38 13 520
Peak Hour Vol 90 423 51 190 635 146 161 290 76 75 139 59 2335
Growth Rate 4 r 1.1255 1.1255 1 1255 1 1255 1 1255 1-1255 1 1255 1.1255 1.1255 1.1255 1.1255 1-1255 NA
2007 Background 101 476 57 214 715 164 181 326 86 84 156 66 2626
Phase I Site 1 5 0 10 19 0 0 2 2 0 1 3 43
Peak Hour+Site 102 481 57 224 734 164 181 328 88 84 157 69 2669
4:15-4:30 29 183 15 28 164 52 60 47 9 26 53 22 686'
4:30-4:45 27 173 12 24 142 53 51 39 10 16 51 36 IBM,
4:45-5:00 36 156 17 34 155 54 53 67 14 23 41 27 877=
5:00-5:15 26 147 12 30 151 58 48 68 11 15 68 16 650
Peak Hour Vol 11e 659 56 116 612 217 212 221 44 80 213 101 2649
Growth Rate(4 yr) 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1-1255 1.1255 1.1255 1.1255 NA
2007 Background 133 742 63 131 689 244 239 249 50 90 1 240 114 200
Phase I Site 2 19 0 5 11 0 0 1 1 0 2 10 .51
Peak Hour-Site 1 135 761 63 136 700 244 239 250 51 90 242 424 3035
N. 19th Avenue&Oak Street
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
15-min 19th Avenue North 19th Avenue North Oak Street Oak Street Count
Interval Left Through Right Left Through Right Left Throu h Right Left Through. I Right
7:45-8:00 0 96 52 26 177 1 15 50 4 37 6 4 1 468
8:00-8:15 5 90 46 22 168 17 16 27 6 35 14 5 451
8:15-8:30 2 95 59 12 132 11 25 30 8 44 7 16 44!
8:30-8:45 4 89 48 21 167 16 22 20 3 46 15 16 467
Peak Hour Vol 11 370 205 81 6" 45 78 127 21 162 42 41 1827
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1,1255 1.1255 1.1255 1.1255 1.1255 1.1255 1 1255 1.1255 NA
2007 Background 12 416 231 91 725 51 88 143 24 182 47 46 2056
Pha"Felts 8 0 0 0 0 4 14 18 -28 0 5 0 77
Peak Hour+Site 20 416 231 91 725 55 102 161 52 182 52 46 2133
4:15-4:30 0 195 59 35 178 20 30 15 1 72 30 27 662
4:30.4:45 2 175 45 47 142 21 28 22 1 63 22 31 599
4:45-5:00 3 172 44 43 176 23 31 39 2 79 42 39 693
5:00-5:15 6 171 24 40 158 25 31 27 4 100 45 36 667
Peak Hour Vol 11 713 172 165 654 89 120 103 a 314 139 133 2621
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1-1255 1.1255 1.1255 1.1255 1,1255 1.1255 1.1255 1.1255 NA
2007 Background 12 802 194 186 736 100 135 116 9 353 156 1 150 2949
Phase 1 Site 29 0 D 0 0 14 8 10 16 0 18 0 95
Peak Hour+Site 41 802 194 186 736 114 143 126 25 353 1 174 1 150 1 3044
TrafficCountTabs As(2007 Phase I Peak Counts)
Phase I Traffic- Peak Hour of the System
N. 19th Avenue&Tschache Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
19th Avenue North 19th Avenue North Tschache Lane Tschache Lane Count
Left Through Right Left Through I Right Left Through Right Left Through I Right
7:45-8:00 9 120 0 1 248 1 0 0 2 0 0 3 344
8:00-8:15 13 116 2 0 250 0 1 0 13 0 0 0 395
8:15-8:30 12 130 0 1 200 0 1 0 14 0 0 2 360
8:30-8:45 10 116 0 1 213. 0 5 1 6 0 0 1 353
Peak Hour Vol 44 482 2 3 911 1 7 1 35 0 0 6 1492
Growth Rate 4 r 1.1255 1.1255 11255 lA255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 11255 NA
2007 Background 50 542 2 3 1025 1 1 8 1 39 0 0 7 1678
Phase I Site 0 13 1 0 4 0 0 0 0 0 0 0 18
Peak Hour+Site 50 555 3 3 1029 1 8 1 39 0 0 7 1696
4:15-4.30 4 251 2 8 253 0 6 3 20 6 0 10 563
4:30-4:45 5 219 3 13 228 0 5 1 12 4 0 8 498
4:45-5:00 7 221 0 5 228 1 10 0 15 2 3 14 506
5:00-5:15 6 193 2 8 192 0 7 0 17 4 3 14 446
Peak Hour Vol 22 884 7 34 901 1 28 4 64 Ili a 46 2013
Growth Rate 4 r 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 25 995 8 38 1014 1 32 5 72 1 18 7 52 2267
Phase I Site 0 0 0 13 0 0 0 0 1 0 0 21
Peak Hour+Site 25 1002 8 38 1027 1 32 5 72 19 7 52 2288
N. 19th Avenue&Baxter Lane
From South(Northbound) From North(Souhbound) From West(Eastbound) From East(Westbound) Int
19th Avenue North 19th Avenue North Baxter Lane Baxter Lane Count
Left I Through Right Left Through Right Left Through Right Left Throu h Right
7:45.8:00 7 101 12 13 246 11 6 7 13 4 3 13 436
8:00-8:15 8 109 7 16 239 6 3 4 a 9 5 7 421
8:15-8:30 21 121 6 5 184 8 2 8 8 6 8 8 385
8:30-8:45 16 101 7 4 188 11 12 2 14 13 3 14 385
Peak Hour Vol 52 432 32 38 857 36 23 21 43 32 19 42 1627
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1.1255 1 1255 1.1255 1.1255 1.1255 1.1255 1 1.1255 1.1255 NA
2007 Back round 59 1 486 36 43 965 41 26 24 48 36 21 47 1832
Phase I Site 0 1 12 1 0 0 0 0 0 0 0 0 16
Peak Hour+Site 59 1 498 37 43 968 41 26 24 46 38 21 47 1 1848
4:15-4:30 20 259 15 8 247 10 11 9 20 13 8 19 639
4:30-4:45 14 291 16 4 266 4 18 10 17 11 19 11 681
4:45-5:00 17 238 11 6 222 7 13 9 27 14 13 22 599
5:00-5:15 14 263 19 5 263 4 17 3 19 28 17 22 674
Peak Hour Vol 65 1051 61 23 998 25 59 31 83 Be 57 74 2593
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 73 1183 69 26 1123 28 66 35 93 74 64 83 2917
Phase 1 Site 0 7 0 0 0 1 0 0 20
Peak Hour+Site 73 1190 f 69 28 1135 1 28 66 35 93 75 64 83 2937
TralflcCountTabs As(2007 Phase I Peak Counts)
Phase I Traffic- Peak Hour of the System
Baxter Lane&N.27th Avenue
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
N.27th Avenue N.27th Avenue Baxter Lane Baxter Lane Count
Left Throuh Right Left Left Through Right Left P12
Right
7:45-8:00 2 0 0 0 12 0 0 0 28
8:00-8:15 1 0 1 0 10 0 0 0 24
8:15-8:30 2 0 0 0 10 0 0 0 26
8:30-8:45 1 0 0 0 11 0 0 0 24
Peak Hour Vol 0 0 0 6 0 1 0 43 0 0 0 102
Growth Rate 4 r 1 1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1A255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 0 0 0 7 0 1 0 48 0 0 59 0 115
Phase l Sit* 0 0 0 0 0 0 0 1 0 0 0 0 0 0
Peak Hour+Site 0 0 0 7 0 1 0 48 0 0 59 0 115
4:15.4:30 0 0 0 0 14 0 0 23 0 1 37
4:30-4:45 1 0 1 1 24 0 0 18 6 51
4:45-5:00 1 0 1 0 29 0 0 19 0 5o
5:00-5:15 0 0 0 0 16 0 0 26 3 45
Peak Hour Vol 0 0 0 2 0 2 1 83 0 0 as 9 183
Growth Rate(4 r) 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background. 0 0 0 2 0 2 1 93 0 0 97 10 205
Phase I Site 0 0 0 0 0 0 0 0 0 0 0 U 0
Peak Hour+Site 0 0 0 1 2 1 0 2 1 93 0 0 97 10 205
Baxter Lane&Fowler/Davis
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
Davis Lane Davis Lane Baxter Lane Baxter Lane Count
Left Throu h Right Left Through Right Left Through RI ht Left Throu h Right
7:45-8:00 1 0 6 0 20 0 0 15 0 42
8:00-8:15 0 0 4 1 6 0 0 12 0 23
8:15-8:30 4 0 0 0 8 0 0 15 1 28
8:30-8:45 1 0 1 0 9 0 0 11 1 23
Peak Hour Vol 0 0 0 0 0 11 1 43 0 0 53 2 118
Growth Rate(4 r) 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 0 0 0 7 0 12 1 48 0 0 60 2 130
Phase I Site 0 0 0 0 0 0 0 0 0 0 0 0 0
Peak Hour+Site 0 - 0 7 0 12 1 48 0 0 60 2 130
4:15-4:30 1 0 1 2 20 0 0 19 2 45
4:30-4:45 3 0 3 6 28 0 0 22 4 66
4:45-5:00K1.12551
0 0 5 7 18 0 0 13 4 47
5:00-5:153 0 0 3 17 0 0 17 14 54
Peak Hour Vol 0 7 0 9 18 83 0 0 71 24 212
Growth Rate 4 yr 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.122007 Back round 0 8 0 10 20 93 0 0 80 27Phase 1 Site 0 0 0 0 0 0 0 0 0Peak Hour+Site 0 8 0 10 20 93 0 0 80 27 238
TrafficCountTabs.xls(2007 Phase I Peak Counts)
Phase I Traffic- Peak Hour of the System
Oak Street&N.27th Avenue
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
N.27th Avenue N.27th Avenue Oak Street Oak Street Count
Left Through Right Left Through Right MO
Through Right Left Through Right
7:45.8:00 0 0 21 21 0 3 3 0 48
8:00-8:15 0 0 8 11 0 7 15 0 41
8:15-8:30 0 0 11 15 1 1 7 0 35
8:30-8:45 0 0 9 13 0 5 13 0 40
Peak Hour Vol 0 0 49 0 0 060 1 16 38 0 164
Growth Rate 4 r 1.1255 1.1255 1.1255 1.1255 1 1255 1.1255 1.1255 1.1255 1.1255 1.1255 1 1,1255_1 1.1255 NA
2007 Background 0 0 55 o 0 0 0 68 1 18 43 0 185
Phase 1 Site 2 4 0 38 13 0 0 21 8 0 6 10 102
Peak Hour+Site 2 4 55 38 13 0 0 89 9 18 49 10 287
4:15-4:30 0 0 8 0 9 0 14 17 0 48
4:30-4:45 3 0 9 0 10 0 13 22 0 57
4:45-5:00 0 0 7 0 16 2 18 22 0 65
5:00-5:15 0 0 9 0 17 0 19 25 0 70
Peak Hour Vol 3 0 33 0 0 0 0 52 2 64 86 0 240
Growth Rate 4 r 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1A255 1.1255 1.1255 1.1255 1 1255 NA
2007 Background 1 3 1 0 37 0 0 0 0 59 2 72 97 0 270
Phi",I Site 8 13 0 21 7 0 - 0 12 4 0- 22 39 126
Peak Hour+Site 11 13 37 21 7 0 0 71 1 6 72 119 39 396
N 27th Street&Site Driveway at Tschache Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
N.27th Avenue N.27th Avenue Tschache Lane Tschache Lane Count
Left Through RI ht Left Through I Rlaht Left Through Ri ht Left Through I RI ht
7:45-8:00 0
8:00-8:15 0
8:15-8:30 0
8:30-8:45 0
Peak Hour Vol 0 0 0 0 0 0 0 0 0 0 0 0 0
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 0 0 0 0 0 0 0 0 0 0 0 0 0
Phase I Site 5 0 0 0 0 0 0 0 18 0 0 0 23
Peak Hour+Site 5 0 0 0 0 0 0 0 18 0 0 0 23
4:15-4:30 0
4:30-4:45 0
4:45-5:00 0
5:00-5:15 0
Peak Hour Vol 0 0 0 0 O 0 0 O 0 0 0 0 0
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1-1255 1.1255 1,1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 0 0 0 0 0 0 0 0 0 1 0 0 0 0
Phase I Site 19 0 0 0 0 0 0 0 10 0 0 0 29
Peak Hour+Site 19 0 0 0 0 0 0 0 10 0 0 0 29
TrafficCountTabs.xls(2007 Phase I Peak Counts)
Phase I Traffic- Peak Hour of the System
N 27th Street&Site Driveway at Breeze Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
N.27th Avenue N.27th Avenue Road G NA Count
Left Throu h Right Left Through Right Left Through Right Left Through I Right
7:45-8:00 0
8:00-8:15 0
8:15-8:30 0
8:30-8:45 0
Peak Hour Vol 0 0 0 0 0 0 0 0 0 0 0 0 0
Growth Rate 4 r 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 0 0 0 0 0 0 0 0 0 0 0 1 0 i 0
Phase I Sfb 9 5 0 0 is 0 0 0 33 0 0 0 65
Peak Hour+Site 9 5 0 0 18 0 0 1 0 33 1 0 0 0 65
4:15-4:30 0
4:30-4:45 0
4:45-5:00 0
5:00-5:15 0
Peak Hour Vol 0 O 0 O 0 0 0 0 0 0 0 0 O
Growth Rate 4 r 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Back round 0 0 0 0 0 0 1 0 0 0 0 0 0 0
:phisilsftei 34, 19 0 0 - -10 0 0 o t8 0 0 u 81
Peak Hour+Site 34 19 0 0 1 10 1 0 1 0 1 0 18 0 0 0 a1
Oak Street&Site Driveway at Buckrack Avenue
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
NA Buckback Avenue Oak Street Oak Street Count
Left I Throu h Right Left Through Ri ht Left Through Right Left I Through Right
7:45-8:00 0
8:00.8:15 0
8:15-8:30 0
8:30-8:45 0
Peak Hour Vol 0 0 0 0 0 0 0 61 0 0 38 0 99
Growth Rate 4 r) 1 1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 NA
2007 Background 0 1 0 0 0 1 0 1 0 0 69 0 0 43 0 112
Phase I Sfto 1 0 0 0 0 0 0 0 0 0 0 8 37
Peak Hour+Site 1 0 0 1 0 1 29 1 0 0 0 1 69 0 0 43 1 8 149
4:15-4:30 0
4:30-4:45 0
4:45-5:00 0
5:00.5:15 0
Peak Hour Vol 0 0 0 0 0 0 0 54 0 0 89 0 143
Growth Rate 4 r) 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1.1255 1 1255 1.1255 NA
2007 Background 0 0 0 0 0 0 0 61 0 0 100 0 161
Phase 1 Site 0 0 - 0 16 0 0 0 0 0 0 30 46
Peak Hour+Site 0 0 0 16 0 0 0 61 0 0 100 30 207
TrafficCountTabs.xls(2007 Phase I Peak Counts)
Buildou. fraffic (Incl. Phase 1) - Peak Hour of t,_ . System
Major and Minor Intersections
N. 19th Avenue& Durston Road
From South(Northbound) From North(Souhbound) From West(Eastbound) From East(Westbound) Int
15-min 19th Avenue North 19th Avenue North Durston Road Durston Road Count
Interval Left I Through Right Left Through Right I Left p2.luO
Ri ht Left Throu h Right
7:45-8:00 23 117 19 49 177 36 35 25 18 31 16 627
8:00-8:15 16 114 15 73 154 34 44 17 14 26 14 611
8:15-8:30 28 107 9 44 133 33 42 14 26 44 16 577
8:30-8:45 23 85 8 24 171 43 40 20 17 38 13 520
Peak Hour Vol 90 423 51 190 635 146 161 76 75 139 59 2335
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 35 163 20 73 244 56 62 111 29 29 53 23 898
2014 Background 125 586 71 263 879 202 223 401 105 104 192 82 3233
Phase 1 2 4 0 8 13 1 0 4 7 0 1 2 42
2014 Background+Phase 127 590 71 271 892 203 223 405 112 1 104 193 84 3275
Bulldout 4 15 0 23 39 2 1 6 10 I 2 9 111
2014 Background+Buildout 131 605 71 294 931 205 224 411 122 104 195 93 1 3386
4:15-4:30 29 183 15 28 164 52 60 47 9 26 53 22 688
4:30-4:45 27 173 12 24 142 53 51 39 10 16 51 36 634
4:45-5:00 36 156 17 34 155 54 53 67 14 23 41 27 677
5:00-5:15 26 147 12 30 151 58 48 68 11 15 68 16 650
Peak Hour Vol 118 659 56 116 612 217 212 221 44 80 213 101 2649
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 45 253 22 45 235 83 81 85 17 31 82 39 1016
2014 Background 163 912 78 161 847 300 293 306 61 111 295 140 3667
Phase 1 7 14 0 5 8 0 1 2 4 0 4 8 63
2014 Background+Phase 170 926 78 166 855 300 294 308 65 111 299 148 3720
Bulldout 11 44 0 16 27 1 2 4 7 0 7. 26 145
2014 Back round+Buildout 181 1 970 78 , 182 1 882 1 301 1 296 312 72 111 306 174 3865
N. 19th Avenue&Oak Street
From South(Northbound) From North(Souhbound) From West(Eastbound) From East(Westbound) Int
15-min 19th Avenue North 19th Avenue North Oak Street Oak Street Count
Interval Left I Through Right Left Through Right Left Through Right Left Through 1 Right
7:45-8:00 0 96 52 26 177 1 15 50 4 37 6 4 468
8:00-8:15 5 90 46 22 168 17 16 27 6 35 14 5 451
8:15-8:30 2 95 59 12 132 11 25 30 8 44 7 16 441
8:30-8:45 4 89 48 21 167 16 22 20 3 46 15 16 467
Peak Hour Vol 11 370 205 81 644 45 78 127 21 162 42 41 1827
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 4 142 79 31 247 17 30 49 8 62 16 16 701
2014 Background 15 512 284 112 891 62 108 176 29 224 58 57 2528
Phase 1 6 0 0 0 0 1 3 16 22 0 4 0 52
2014 Background+Phase 21 512 284 112 891 63 111 192 51 224 62 57 2580
Buildout 18 6 0 4 16 1 2 35 48 0 13 1 144
2014 Background+Buildout 39 516 284 116 907 64 113 1 227 99 224 75 58 2724
4:15-4:30 0 195 59 35 178 20 30 15 1 72 30 27 662
4:30-4:45 2 175 45 47 142 21 28 22 1 63 22 31 599
4:45-5:00 3 172 44 43 176 23 31 39 2 79 42 39 693
5:00-5:15 6 171 24 40 158 25 31 27 4 100 45 36 667
Peak Hour Vol 11 713 172 165 654 89 120 103 8 314 139 133 2621
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 4 274 66 63 251 34 46 40 3 121 53 51 1006
2014 Background 15 987 I 238 228 905 123 166 143 11 435 192 184 3627
Phase 23 0 0 0 0 3 2 9 13 0 16 0 66
2014 Background+Phase 38 987 238 228 905 126 168 152 24 435 208 184 3693
Buildout 55 18 0 3 11 2 1 24 33 0 39 4 190
2014 Background+Buildout 93 1005 F7ji8 231 1 916 1 128 169 176 57 435 247 1 188 3883
TrafficCountTabs.xls(2014 Buildout Peak Counts)
Buildou. fraffic (Incl. Phase 1) - Peak Hour of t. - System
Major and Minor Intersections
N. 19th Avenue&Tschache Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
15-min 19th Avenue North 19th Avenue North Tschache Lane Tschache Lane Count
Interval Left Through Right Left Through Right Left Through Right Left Through Right
7:45-8:00 9 120 0 1 248 1 0 0 2 0 0 3 384
8:00-8:15 13 116 2 0 250 0 1 0 13 0 0 0 395
8:15-8:30 12 130 0 1 200 0 1 0 14 0 0 2 360
8:30-8:45 10 116 0 1 213 0 5 1 6 0 0 1 353
Peak Hour Vol 44 482 2 3 911 1 7 1 35 0 0 6 1492
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 17 185 1 1 350 0 3 0 13 0 0 2 572
2014 Background 61 667 3 1261 1 10 1 48 0 0 8 2064
Phase 1 0 3 0 0 1 1 3 1 0 0 0 0 9
2014 Background+Phase 61 670 3 4 1262 2 13 2 48 0 0 8 2073
Buildout 7 2 0 0 1 1 4 2 19 10 1 0 37
2014 Background+Buildout 68 672 3 4 1263 3 17 4 67 1 0 1 11 8 2110
4:15-4:30 4 251 2 8 253 0 6 3 20 6 0 10 563
4:30-4:45 5 219 3 13 228 0 5 1 12 4 0 8 498
4:45-5:00 7 221 0 5 228 1 10 0 15 2 3 14 5%
5:00-5:15 6 193 2 8 192 0 7 0 17 4 3 14 445
Peak Hour Vol 22 884 7 34 901 1 28 4 64 16 6 46 2013
Growth Rate 11 rs 1.3842 1.3842 1 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 8 340 3 13 346 0 11 2 25 6 2 18 774
2014 Background 30 1224 10 47 1247 1 39 6 89 22 8 64 2787
Phase 1 0 2 0 0 3 3 1 0 0 0 1 0 10
2014 Background+Phase 30 1226 10 47 1250 4 40 6 89 22 9 64 2797
Buildout 22 1 0 0 2 4 3 1 13 0 2 0 48
2014 Background+Build_Out_l 52 1227 10 47 1252 8 43 7 102 22 11 1 64 2945
N. 19th Avenue &Baxter Lane
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
15-min 19th Avenue North 19th Avenue North Baxter Lane Baxter Lane Count
Interval Left -Through Right Left Through Right Left Through Right Left Through Right
7:45-8:00 7 101 12 13 246 11 6 7 13 4 3 13 436
8:00-8:15 8 109 7 16 239 6 3 4 8 9 5 7 421
8:15-8:30 21 121 6 5 184 8 2 8 8 6 8 8 385
8:30-8:45 16 101 7 4 188 11 12 2 14 13 3 14 385
Peak Hour Vol 52 1 432 32 1 38 857 36 23 21 43 32 19 42 1627
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1 1.3842 1.3842 NA
Addl Traffic 2014 20 166 12 15 329 14 9 8 17 12 7 16 625
2014 Background 72 598 44 53 1186 50 32 29 60 44 26 58 2252
Phase 1 0 6 0 0 1 1 3 2 0 0 1 0 13
2014 Background+Phase 72 603 44 53 1187 51 35 31 60 44 27 58 2265
Buildout 0 8 0 0 2 5 14 6 0 0 2 0 35
2014 Background+Buildout 72 609 44 53 1189 1 56 1 49 37 60 1 44 29 58 2300
4:15-4:30 20 259 15 8 247 10 11 9 20 13 8 19 639
4:30-4:45 14 291 16 4 266 4 18 10 17 11 19 11 681
4:45-5:00 17 238 11 6 222 7 13 9 27 14 13 22 599
5:00-5:15 14 263 19 5 263 4 17 3 19 28 17 22 674
Peak Hour Vol 65 1051 61 23 998 25 59 31 83 66 57 74 2593
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 25 404 23 9 383 10 23 12 32 25 22 28 996
2014 Background 90 1455 84 32 1381 35 82 43 115 91 79 102 3589
Phase 1 0 3 0 0 5 3 1 1 0 0 2 0 15
2014 Background+Phasel 90 1458 84 32 1386 38 83 •14 115 91 81 102 3604
Bulldout 0 4 0 0 7 15 9 4 0 0 7 0 46
2014 Background+Buildout 1 90 1 1462 84 32 1393 53 92 1 48 115 91 88 102 3650
TrafficCountTabs.xls(2014 Buildout Peak Counts)
Buildot.. Traffic (Inc1. Phase 1) - Peak Hour of t. _ System
Major and Minor Intersections
Baxter Lane& N. 27th Avenue
From South(Northbound) From North(Southbound) From West(Eastbound) From East(Westbound) Int
15-min N.27th Avenue N.27th Avenue Baxter Lane Baxter Lane Count
Interval Left Through Right Left Through Right Left Through Right Left I Through Right
7:45-8:00 2 0 0 0 12 0 0 14 0 28
8:00-8:15 1 0 1 0 10 0 0 12 0 24
8:15-8:30 2 0 0 0 10 0 0 14 0 26
8:30-8:45 1 0 0 0 11 0 0 12 0 24
Peak Hour Vol K1.3842
0 0 e 0 1 0 43 0 0 52 0 102
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic(2014 0 0 2 0 0 0 17 0 0 20 0 39
2014 Background 0 0 0 8 0 1 0 60 0 0 72 0 141
Phase 1 0 0 5 0 0 0 0 0 0 1 0 0 6
2014 Background+Phase 0 0 5 8 0 1 0 60 0 1 72 0 147
Buildout 0 0 6 0 0 0 0 14 0 2 5 0 27
2014 Background+Buildout 0 0 11 l 8 0 1 D 74 0 3 77 0 174
4:15-4:30 0 0 0 0 14 0 0 23 0 37
4:30-4:45 1 0 1 1 24 0 0 18 6 51
4:45-5:00 1 0 1 0 29 0 0 19 0 50
5:00-5:15 0 0 0 0 16 0 0 26 3 45
Peak Hour Vol 0 0 0 2 0 2 1 83 0 O 88 9 183
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 0 0 0 1 0 1 0 32 0 0 33 3 70
2014 Background 0 0 0 3 0 3 1 115 0 0 119 12 253
Phase 1 0 0 3 0 0 0 0 0 0 5 0 0 8
2014 Background+Phase 1 0 0 3 3 0 3 1 115 0 5 119 12 261
Buildout 0 0 4 0 0 0 0 9 0 7 15 D 35
2014 Background+Bulldout 0 0 7 3 0 3 1 124 0 12 134 12 296
Baxter Lane& Fowler/Davis
From South(Northbound) From North(Souhbound) From West(Eastbound) From East(Westbound) Int
15-min Davis Lane Davis Lane Baxter Lane Baxter Lane Count
Interval Left Through Right Left Through Right Left Through Right Left Through RI hg t _
7:45-8:00 1 0 6 0 20 0 0 15 0 42
8:00-8:15 0 0 4 1 6 0 0 12 0 23
8:15-8:30 4 0 0 0 8 0 0 15 1 28
8:30-8:45 1 0 1 0 9 0 0 11 1 23
Peak Hour Vol 0 0 0 6 0 11 1 43 0 0 53 2 116
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 0 0 0 2 0 4 0 17 0 0 20 1 44
2014 Background 0 0 0 8 0 15 1 60 0 0 73 3 160
Phase 1 1 2 0 0 0 0 0 0 0 0 0 2 5
2014 Background+Phase 1 2 0 8 0 15 1 60 0 0 73 5 1 165
Bulldout 0 2 0 2 1 0 0 1 0 0 1 6-T 13
2014 Background+Bulldout 1 4 0 to 1 15 1 61 0 1 0 74 11 178
4:15-4:30 1 0 1 2 20 0 0 19 2 45
4:30-4:45 3 0 3 6 28 0 0 22 4 66
4:45-5:00 0 0 5 7 18 0 0 13 4 47
5:00-5:15 3 0 0 3 17 0 0 17 14 54
Peak Hour Vol 0 0 0 7 0 9 18 83 0 0 71 24 212
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 0 0 0 3 0 3 7 32 0 0 27 9 81
2014 Background 0 0 0 10 0 12 25 115 0 0 98 33 293
Phase l 0 1 0 2 2 0 0 0 1 '0 0 1 7
2014 Background+Phase 0 1 0 12 2 12 25 115 1 0 98 34 300
Bulldout 0 1 1 0 7 2 0 0 2 1 0 1 4 18
2014 Background+Buildout o 1 2 0 19 4 1 12 1 25 117 2 0 99 38 318
TrafficCountTabs.xls(2014 Buildout Peak Counts)
Buildo►.. fraffic (Incl. Phase 1) - Peak Hour of t. _ System
Major and Minor Intersections
Oak Street& N.27th Avenue
From South(Northbound) From North(Southbound) From West(Eastbound) From Fast(Westbound) Int
15-min N.27th Avenue N.27th Avenue Oak Street Oak Street Count
Interval Left Through Right Left Through I Right Left Through Right Left I Through ! Right
7:45-8:00 0 0 21 0 21 0 3 3 0 48
8:00-8:15 0 0 8 0 11 0 7 15 0 41
8:15-8:30 0 0 11 0 15 1 1 7 0 35
6:30-8:45 0 0 9 0 13 0 5 13 0 40
Peak Hour Vol 0 0 49 0 0 0 0 60 1 16 38 0 164
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 0 0 19 0 0 0 0 23 0 6 15 0 63
2014 Background 0 0 68 0 0 0 0 83 1 22 53 0 227
Phase 3 4 0 23 16 0 0 18 10 0 5 6 85
2014 Background+Phase 3 4 68 23 16 0 0 101 11 22 58 6 312
Buildout 11 10 0 29 26 0 0 57 29 0 21 11
2014 Back round+Buildout 14 14 68 52 42 0 0 158 40 22 79 17 506
4:15-4:30 0 0 8 0 9 0 14 17 0 48
4:30-4:45 3 0 9 0 10 0 13 22 0 57
4:45-5:00 0 0 7 0 16 2 18 22 0 65
5:00-5:15 0 0 9 0 17 0 19 25 0 70
Peak Hour Vol 3 0 33 0 0 0 0 52 2 64 86 0 240
Growth Rate 11 rs 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 1.3842 NA
Addl Traffic 2014 1 0 13 0 0 0 0 20 1 25 33 0 93
2014 Background 4 0 46 0 0 0 0 72 3 89 119 0 333
Phase 11 17 0 13 9 0 0 10 6 0 19 23 108
2014 Background+Phase 15 17 46 13 9 0 0 82 9 89 138 23 441
Buildout 32 29 0 20 18 0 0 39 20 0 64 32 254
2014 Background+Buildout 47 46 46 33 27 0 0 121 1 29 89 202 55 695
TrafficCountTabs.xls(2014 Buildout Peak Counts)
APPENDIX
SECTION TWO
HCM Signalized Intersection Capacity Analysis
9: W Oak St & N 19th Ave 5/4/2004
t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T+ + r TT TT
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.94 1.00 1.00 0.85 1.00 0.95 1.00 0.99
Fit Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1756 1770 1863 1583 1770 3350 1770 3504
Fit Permitted 0.73 1.00 0.34 1.00 1.00 0.38 1.00 0.34 1.00
Satd. Flow (perm) 1358 1756 632 1863 1583 716 3350 626 3504
Volume (vph) 78 127 78 162 42 41 11 370 205 81 644 45
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Adj. Flow(vph) _ 80 130 80 165 43 42 11 378 209 83 657 46
Lane Group Flow(vph) 80 210 0 165 43 42 11 587 0 83 703 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 12.3 12.3 23.3 23.3 28.1 32.7 32.7 41.5 41.5
Effective Green,g(s) 14.3 14.3 25.3 25.3 30.1 35.7 35.7 44.5 44.5
Actuated g/C Ratio 0.18 0.18 0.33 0.33 0.39 0.46 0.46 0.57 0.57
Clearance Time(s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 250 323 308 606 694 329 1537 429 2004
v/s Ratio Prot c0.12 c0.05 0.02 0.00 c0.18 0.01 c0.20
v/s Ratio Perm 0.06 0.13 0.02 0.02 0.10
v/c Ratio 0.32 0.65 0.54 0.07 0.06 0.03 0.38 0.19 0.35
Uniform Delay, d1 27.5 29.4 20.1 18.1 15.0 11.6 13.8 8.0 8.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 4.6 1.8 0.0 0.0 0.2 0.7 0.2 0.5
Delay(s) 28.3 34.1 21.9 18.2 15.0 11.8 14.5 8.2 9.4
Level of Service C C C B B B B A A
Approach Delay(s) 32.5 20.1 14.5 9.3
Approach LOS C C B A
Intersection Summary
HCM Average Control Delay 15.8 HCM Level of Service B
HCM Volume to Capacity ratio 0.47
Actuated Cycle Length(s) 77.8 Sum of lost time(s) 16.0
Intersection Capacity Utilization 84.2% ICU Level of Service D
c Critical Lane Group
2003 Existing -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T 1 1 TT_+ Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.96 1.00 0.98 1.00 0.97
Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1804 1770 1780 1770 3483 1770 3440
Fit Permitted 0.39 1.00 0.25 1.00 0.24 1.00 0.33 1.00
Satd. Flow(perm) 717 1804 475 1780 438 3483 613 3440
Volume(vph) 161 290 76 75 139 59 90 423 51 190 635 146
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 175 315 83 82 151 64 98 460 55 207 690 159
Lane Group Flow(vph) 175 398 0 82 215 0 98 515 0 207 849 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 35.2 24.0 26.6 19.9 38.2 31.5 46.8 36.1
Effective Green,g (s) 36.7 25:5 28.6 21.4 39.7 33.0 48.3 37.6
Actuated g/C Ratio 0.39 0.27 0.31 0.23 0.43 0.35 0.52 0.40
Clearance Time(s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 411 495 246 410 283 1236 459 1391
v/s Ratio Prot c0.05 c0.22 0.03 0.12 0.02 0.15 c0.05 c0.25
v/s Ratio Perm 0.12 0.08 0.12 0.18
v/c Ratio 0.43 0.80 0.33 0.52 0.35 0.42 0.45 0.61
Uniform Delay,d1 19.5 31.4 24.1 31.3 16.8 22.7 13.0 21.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental'Delay, d2 0.7 9.2 0.8 1.2 0.7 0.2 0.7 0.8
Delay(s) 20.2 40.6 24.9 32.6 17.5 22.9 13.7 22.7
Level of Service. C D C C B C B C
Approach Delay(s) 34.4 30.4 22.1 20.9
Approach LOS C C C C
Intersection Summary
HCM Average Control Delay 254 HCM Level of Service C
HCM Volume to Capacity ratio 0.60
Actuated Cycle Length(s) 93.0 Sum of lost time(s) 8.0
Intersection Capacity Utilization 75.9% ICU Level of Service C
c Critical Lane Group
2003 Existing -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: W Oak St & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations I,, + if Ti Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.97 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1843 1770 1863 1583 1770 3436 1770 3475
Flt Permitted 0.67 1.00 0.51 1.00 1.00 0.36 1.00 0.19 1.00
Satd. Flow(perm) 1241 1843 945 1863 1583 678 3436 351 3475
Volume (vph) 120 103 8 314 139 133 11 713 172 165 654 89
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Adj. Flow(vph) 122 105 8 320 142 136 11 728 176 168 667 91
Lane Group Flow(vph) 122 113 0 320 142 136 11 904 0 168 758 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 10.3 10.3 21.7 21.7 27.8 30.4 30.4 40.5 40.5
Effective Green, g (s) 12.3 12.3 23.7 23.7 29.8 33.4 33.4 43.5 43.5
Actuated g/C Ratio 0.16 0.16 0.32 0.32 0.40 0.44 0.44 0.58 0.58
Clearance Time(s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 203 301 379 587 712 301 1526 318 2010
v/s Ratio Prot 0.06 c0.08 0.08 0.02 c0.26 c0.04 0.22
v/s Ratio Perm 0.10 c0.18 0.07 0.02 0.26
v/c Ratio 0.60 0.38 0.84 0.24 0.19 0.04 0.59 0.53 0.38
Uniform Delay,d1 29.2 28.0 23.3 19.1 14.8 11.8 15.8 9.5 8.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 4.9 0.8 15.7 0.2 0.1 0.2 1.7 1.6 0.5
Delay(s) 34.1 28.8 38.9 19.3 15.0 12.0 17.5 11.1 9.1
Level of Service C C D B B B B B I A
Approach Delay(s) 31.6 28.8 17.4 9.4
Approach LOS C C B A
Intersection Summary
HCM Average Control Delay 18.4 HCM Level of Service B
HCM Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 75.2 Sum of lost time (s) 12.0
Intersection Capacity Utilization 87.1% ICU Level of Service D
c Critical Lane Group
2003 Existing - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations S. TA '� TT'
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.99 1.00 0.96
Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1816 1770 1773 1770 3498 1770 3400
Fit Permitted 0.23 1.00 0.53 1.00 0.18 1.00 0.24 1.00
Satd. Flow (perm) 420 1816 984 1773 332 3498 447 3400
Volume(vph) 212 221 44 80 213 101 118 659 56 116 612 217
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Adj.Flow(vph) 221 230 46 83 222 105 123 686 58 121 638 226
Lane Group Flow(vph) 221 276 0 83 327 0 123 744 0 121 864 0
Turn Type pm+pt Pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 36.8 25.8 26.9 20.4 40.1 32.7 39.9 32.6
Effective Green, g(s) 38.3 27.3 28.9 21.9 41.6 34.2 41.4 34.1
Actuated g/C Ratio 0.42 0.30 0.31 0.24 0.45 0.37 0.45 0.37
Clearance Time (s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 358 540 370 423 266 1303 307 1263
v/s Ratio Prot c0.08 0.15 0.02 c0.18 c0.04 0.21 0.03 c0.25
v/s Ratio Perm 0.17 0.05 0.17 0.15
v/c Ratio 0.62 0.51 0.22 0.77 0.46 0.57 0.39 0.68
Uniform Delay,d1 19.5 26.7 22.6 32.6 16.4 23.0 15.8 24.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.2 0.8 0.3 8.5 1.3 0.6 0.8 1.6
Delay(s) 22.6 27.5 22.9 41.2 17.7 23.6 16.6 25.9
Level of Service C C C D B C B C
Approach Delay(s) 25.4 37.5 22.7 24.7
Approach LOS C D C C
Intersection Summary
HCM Average Control Delay 26.1 HCM Level of Service C
HCM Volume to Capacity ratio 0.68
Actuated Cycle Length(s) 91.8 Sum of lost time(s) 16.0
Intersection Capacity Utilization 75.5% ICU Level of Service C
c Critical Lane Group
2003 Existing- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Fowler Ave 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations *' 1� Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 1 48 60 2 7 12
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 1 52 65 2 8 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 67 121 66
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 99 99
cM capacity(veh/h) 1534 874 997
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 53 67 21
Volume Left 1 0 8
Volume Right 0 2 13
cSH 1534 1700 948
Volume to Capacity 0.00 0.04 0.02
Queue Length (ft) 0 0 2
Control Delay(s) 0.2 0.0 8.9
Lane LOS A A
Approach Delay(s) 0.2 0.0 8.9
Approach LOS A
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 13.6% ICU Level of Service A
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N 27th Ave 5/4/2004
Movernent EBL EBT WBT WBR SBL SBR
Lane Configurations 4 t.' Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 0 48 59 0 7 1
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 52 64 0 8 1
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None
Median storage veh)
vC, conflicting volume 64 116 64
vC1, stage 1 conf vol
vC2,stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free% 100 99 100
cM capacity (veh/h) 1538 880 1000
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 52 64 9
Volume Left 0 0 8
Volume Right 0 0 1
cSH 1538 1700 893
Volume to Capacity 0.00 0.04 0.01
Queue Length (ft) 0 0 1
Control Delay(s) 0.0 0.0 9.1
Lane LOS A
Approach Delay(s) 0.0 0.0 9.1
Approach LOS A
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 13.4% ICU Level of Service A
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: W Oak St & N 27th Ave 5/4/2004
--* ---* ~ t
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations T. *T Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 62 1 18 43 0 55
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 67 1 20 47 0 60
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 68 154 68
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 100 94
cM capacity(veh/h) 1533 827 995
Direction, Lane# EB 1 WB 1 NB 1
Volume Total 68 66 60
Volume Left 0 20 0
Volume Right 1 0 60
cSH 1700 1533 995
Volume to Capacity 0.04 0.01 0.06
Queue Length (ft) 0 1 5
Control Delay(s) 0.0 2.2 8.8
Lane LOS A A
Approach Delay (s) 0.0 2.2 8.8
Approach LOS A
Intersection Summary
Average Delay 3.5
Intersection Capacity Utilization 14.0% ICU Level of Service A
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBIL1-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SST SBR
Lane Configurations � 4 T1 tT
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Fri: 0.93 0.94 1.00 0.99 1.00 0.99
Fit Protected 0.99 0.98 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1717 1720 1770 3502 1770 3518
Fit Permitted 0.88 0.86 0.21 1.00 0.44 1.00
Satd. Flow(perm) 1538 1508 399 3502 822 3518
Volume(vph) 26 24 48 36 21 47 59 486 36 43 965 41
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow(vph) 28 26 52 39 23 51 63 523 39 46 1038 44
Lane Group Flow (vph) 0 106 0 0 113 0 63 562 0 46 1082 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 6.5 6.5 41.8 38.3 39.4 37.1
Effective Green, g (s) 8.5 8.5 43.8 41.3 41.4 40.1
Actuated g/C Ratio 0.13 0.13 0.69 0.65 0.66 0.64
Clearance Time (s) 6.0 6.0 3.0 7.0 3.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 207 203 331 2292 559 2236
v/s Ratio Prot c0.01 0.16 0.00 c0.31
v/s Ratio Perm 0.07 c0.07 0.12 0.05
v/c Ratio 0.51 0.56 0.19 0.25 0.08 0.48
Uniform Delay, d1 25.4 25.5 3.6 4.5 3.8 6.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.1 3.3 0.3 0.1 0.1 0.2
Delay(s) 27.5 28.8 3.9 4.5 3.9 6.2
Level of Service C C A A A A
Approach Delay(s) 27.5 28.8 4.5 6.1
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 8.1 HCM Level of Service A
HCM Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 63.1 Sum of lost time(s) 12.0
Intersection Capacity Utilization 55.7% ICU Level of Service A
c Critical Lane Group
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations *T, 4► TS+ T)►
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.89 0.86 1.00 1.00 1.00 1.00
Fit Protected 0.99 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1646 1611 1770 3537 1770 3539
Fit Permitted 0.94 1.00 0.25 1.00 0.43 1.00
Satd. Flow (perm) 1555 1611 470 3537 808 3539
Volume (vph) 8 1 39 0 0 7 50 542 2 3 1025 1
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow(vph) 9 1 41 0 0 7 53 577 2 3 1090 1
Lane Group Flow(vph) 0 51 0 0 7 0 53 579 0 3 1091 0
Tum Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 4.4 4.4 71.3 71.3 71.3 71.3
Effective Green, g (s) 6.4 6A 74.3 74.3 74.3 74.3
Actuated g/C Ratio 0.07 0.07 0.84 0.84 0.84 0.84
Clearance Time (s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 112 116 394 2963 677. 2964
v/s Ratio Prot 0.00 0.16 c0.31
v/s Ratio Perm c0.03 0,11 0.00
v/c Ratio 0.46 0.06 0.13 0.20 0.00 0.37
Uniform Delay, d1 39.5 38.3 1.3 1.4 1.2 1.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.9 0.2 0.7 0.1 0.0 0.4
Delay(s) 42.4 38.6 2.0 1.5 1.2 2.0
Level of Service D D A A A A
Approach Delay (s) 42.4 38.6 1.6 2.0
Approach LOS D D A A
Intersection Summary
HCM Average Control Delay 3.2 HCM Level of Service A
HCM Volume to Capacity ratio 0.37
Actuated Cycle Length(s) 88.7 Sum of lost time(s) 8.0
Intersection Capacity Utilization 41.8% ICU Level of Service A
c Critical Lane Group
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: W Oak St & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations k t if TT tT+
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.95 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1823 1770 1863 1583 1770 3349 1770 3504
Flt Permitted 0.73 1.00 0.41 1.00 1.00 0.35 1.00 0.30 1.00
Satd. Flow(perm) 1352 1823 757 1863 1583 656 3349 560 3504
Volume (vph) 88 143 24 182 47 46 12 416 231 91 725 51
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Adj:Flow(vph) 90 146 24 186 48 47 12 424 236 93 740 52
Lane Group Flow (vph) 90 170 0 186 48 47 12 660 0 93 792 0
Tum Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 . 8 2 6
Actuated Green, G (s) 11.7 11.7 22.7 22.7 27.5 32.7 32.7 41.5 41.5
Effective Green,g (s) 13.7 13.7 24.7 24.7 29.5 35.7 35.7 44.5 44.5
Actuated g/C Ratio 0.18 0.18 0.32 0.32 0.38 0.46 0.46 0.58 0.58
Clearance Time(s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 240 324 334 596 .687 303 1549 398 2020
v/s Ratio Prot 0.09 c0.05 0.03 0.00 co.20 0.01 c0.23
v/s Ratio Perm 0.07 c0.13, 0.03 0.02 0.12
v/c Ratio 0.38 0.52 0.56 0.08 0.07 0.04 0.43 0.23 0.39
Uniform Delay, d1 28.0 28.8 20.3 18.3 15.1 11.4 13.9 8.0 8.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.0 -1.5 2.0 0.1 0.0 0.2 0.9 0.3 0.6
Delay(s) 29.0 30.3 22.3 18.4 15.2 11.6 14.8 8.3 9.5
Level of Service C C C B B B B A A
Approach Delay(s) 29.9 20.4 14.7 9.4
Approach LOS ` C C B A
Intersection Summary
HCM Average Control Delay 15.1 HCM Level of Service B
HCM Volume to Capacity ratio 0.47
Actuated Cycle Length(s) 77.2 Sum of lost time(s) 12.0
Intersection Capacity Utilization 82.8% ICU Level of Service D
c Critical Lane Group
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1, T. t1r. Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.96 1.00 0.98 1.00 0.97
Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1805 1770 1780 1770 3482 1770 3440
Fit Permitted 0.35 1.00 0.19 1.00 0.18 1.00 0.28 1.00
Satd. Flow(perm) 647 1805 347 1780 328 3482 529 3440
Volume(vph) 181 326 86 84 156 66 101 476 57 214 715 164
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 197 354 93 91 170 72 110 517 62 233 777 178
Lane Group Flow (vph) 197 447 0 91 242 0 110 579 0 233 955 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 37.1 25.5 28.1 21.0 38.8 31.5 47.6 36.3
Effective Green,g(s) 38.6 27.0 30.1 22.5 40.3 33.0 49.1 37.8
Actuated g/C Ratio 0.40 0.28 0.31 0.24 0.42 0.34 0.51 0.39
Clearance Time(s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 403 509 222 418 248 1201 428 1359
v/s Ratio Prot c0.06 c0.25 0.03 0.14 0.03 0.17 c0.07 c0.28
v/s Ratio Perm 0.14 0.10 0.15 0.21
v/c Ratio 0.49 0.88 0.41 0.58 0.44 0.48 0.54 0.70
Uniform Delay, dill 20.0 32.8 24.9 32.4 18.3 24.6 14.3 24.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.9 15.7 1.2 1.9 1.3 0.3 1.4 1.7
Delay(s) 20.9 48.5 26.1 34.4 19.6 24.9 15.7 25.9
Level of Service C D C C B C B C
Approach Delay(s) 40.0 32.1 24.1 23.9
Approach LOS , D C C C
Intersection Summary
HCM Average Control Delay 28.5 HCM Level of Service C
HCM Volume to Capacity ratio 0.72
Actuated Cycle Length(s) 95.7 Sum of lost time(s) 12.0
Intersection Capacity Utilization 80.6% ICU Level of Service D
c Critical Lane Group
2007 Background -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Fowler Ave 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4 t 'rj'r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 20 93 80 27 8 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 22 101 87 29 9 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 116 246 102
vC1, stage 1 conf vol
vC2,stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC,2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free% 99 99 99
cM capacity(veh/h) 1472 731 954
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 123 116 20
Volume Left 22 0 9
Volume Right 0 29 11
cSH 1472 1700 840
Volume to Capacity 0.01 0.07 0.02
Queue Length (ft) 1 0 2
Control Delay(s) 1.4 0.0 9.4
Lane LOS A A
Approach Delay (s) 1.4 0.0 9.4
Approach LOS A
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 18.3% ICU Level of Service A
2007 Background - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N 27th Ave 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4 '# Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh/h) 1 93 97 10 2 2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 1 101 105 11 2 2
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 116 214 111
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free% 100 100 100
cM capacity (veh/h) 1472 774 942
Direction, Lane t# EB 1 WB 1 SB 1
Volume Total 102 116 4
Volume Left 1 0 2
Volume Right 0 11 2
cSH 1472 1700 850
Volume to Capacity 0.00 0.07 0.01
Queue Length (ft) 0 0 0
Control Delay(s) 0.1 0.0 9.3
Lane LOS A A
Approach Delay(s) 0.1 0.0 9.3
Approach LOS A
Intersection Summary
Average Delay 0.2
Intersection Capacity Utilization 16.2% ICU Level of Service A
2007 Background -PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: W Oak St & N 27th Ave 5/4/2004
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations T, f' Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(vehfh) 59 2 72 97 3 37
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 64 2 78 105 3 40
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 66 327 65
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free% 95 99 96
cM capacity(veh/h) 1535 633 999
Direction, Lane# EB 1 WB 1 NB 1
Volume Total 66 184 43
Volume Left 0 78 3
Volume Right 2 0 40
cSH 1700 1535 957
Volume to Capacity 0.04 0.05 0.05
Queue Length (ft) 0 4 4
Control Delay(s) 0.0 3.4 8.9
Lane LOS A A
Approach Delay(s) 0.0 3.4 8.9
Approach LOS A
Intersection Summary
Average Delay 3.5
Intersection Capacity Utilization 26.5% ICU Level of Service A
2007 Background -PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T, -T► TT► Vi Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 0.95 1.00 0.99 1.00 1.00
Flt Protected 0.98 0.98 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1713 1739 1770 3510 1770 3527
Flt Permitted 0.76 0.79 0.15 1.00 0.14 1.00
Satd. Flow(perm) 1328 1397 278 3510 256 3527
Volume(vph) 66 35 93 74 64 83 73 1183 69 26 1123 28
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 69 37 98 78 67 87 77 1245 73 27 1182 29
Lane Group Flow(vph) 0 204 0 0 232 0 77 1318 0 27 1211 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 9.6 9.6 29.6 27.0 27.8 26.1
Effective Green, g (s) 11.6 11.6 31.6 30.0 29.8 29.1
Actuated g/C Ratio 0.21 0.21 0.58 0.55 0.55 0.54
Clearance Time(s) 6.0 6.0 3.0 7.0 3.0 7.0
Vehicle Extension (s) TO 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 284 298 206 1939 160 1890
v/s Ratio Prot c0.01 c0.38 0.00 0.34
v/s Ratio Perm 0.15 c0.17 0.21 0.09
v/c Ratio 0.72 0.78 0.37 0.68 0.17 0.64
Uniform Delay, dl 19.8 20.1 6.2 8.7 6.7 8.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.4 12A 1.1 1.0 0.5 0.8
Delay(s) 28.2 32.2 7.4 9.7 7.2 9.7
Level of Service C C A A A A
Approach Delay(s) 28.2 32.2 9.5 9.6
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 12.5 HCM Level of Service B
HCM Volume to Capacity ratio 0.65
Aetuated.Cycle Length(s) ' - 54.3 Sum of lost time (s) 8.0
Intersection Capacity Utilization 78.4% ICU Level of Service C
c Critical Lane Group
2007 Background -PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T+ 4 tT+ �S T?+
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.91 0.91 1.00 1.00 1.00 1.00
Fit Protected 0.99 0.99 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1673 1674 1770 3535 1770 3539
Flt Permitted 0.90 0.91 0.22 1.00 0.23 1.00
Satd. Flow(perm) 1531 1547 415 3535 422 3539
Volume(vph) 32 5 72 18 7 52 25 995 8 38 1014 1
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Ad}. Flow(vph) 36 6 81 20 8 58 28 1118 9 43 1139 1
Lane Group Flow (vph) 0 123 0 0 86 0 28 1127 0 43 1140 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 8.2 8.2 45.4 45.4 45.4 45.4
Effective Green,g (s) 10.2 10.2 48.4 48.4 48.4 48.4
Actuated g/C Ratio 0.15 0.15 0.73 0.73 0.73 0.73
Clearance Time(s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 234 237 302 2569 307 2572
v/s Ratio Prot 0.32 c0.32
v/s Ratio Perm c0.08 0.06 0.07 0.10
v/c Ratio 0.53 0.36 0.09 0.44 0.14 0.44
Uniform Delay,d1 26.0 25.3 2.7 3.7 2.8 3.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.1 0.9 0.6 0.5 1.0 0.6
Delay(s) 28.1 26.2 3.3 4.2 3.7 4.2
Level of Service C C A A A A
Approach Delay(s) 28.1 26.2 4.2 4.2
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 6.1 HCM Level of Service A
HCM Volume to Capacity ratio 0.46
Actuated Cycle Length(s) 66.6 Sum of lost time (s) 8.0
Intersection Capacity Utilization 51.4% ICU Level of Service A
c Critical Lane Group
2007 Background - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: W Oak St & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations t+ t ?f TT+ T);►
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.97 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00- 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1842 1770 1863 1583 1770 3436 1770 3476
Flt Permitted 0.65 1.00 0.50 1.00 1.00 0.32 1.00 0.13 1.00
Satd. Flow(perm) 1215 1842 923 1863 1583 596 3436 236 3476
Volume(vph) 135 116 9 353 156 150 12 802 194 186 736 100
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow(vph) 144 123 10 376 166 160 13 853 206 198 783 106
Lane Group Flow(vph) 144 133 0 376 166 160 13 1059 0 198 889 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 12.9 12.9 23.9 23.9 29.9 30.1 30.1 40.1 40.1
Effective Green, g(s) 14.9 14.9 25.9 25.9 31.9 33.1 33.1 43.1 43.1
Actuated g/C Ratio 0.19 0.19 0.34 0.34 0.41 0.43 0.43 0.56 0.56
Clearance Time(s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 235 356 387 627 738 256 1477 252 1946
v/s Ratio Prot 0.07 c0.09 0.09 0.02 0.31 c0.06 0.26
v/s Ratio Penn 0.12 c0.24 0.08 0.02 c0.38
v/c Ratio 0.61 0.37 0.97 0.26 0.22 0.05 0.72 0.79 0.46
Uniform Delay, d1 28.4 27.0 24.7 18.6 14.5 12.8 18.1 12.6 10.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.7 0.7 38.1 0.2 0.1 0.4 3.0 14.8 0.8
Delay(s) 33.1 27.7 62.8 18.8 14.7 13.2 21.1 27.4 10.8
Level of Service C C E B B B C C B
Approach Delay(s) 30.5 41.4 21.0 13.8
Approach LOS C D C B
Intersection Summary
HCM Average Control Delay 23.9 HCM Level of Service C
HCM Volume to Capacity ratio 0.83
Actuated Cycle Length(s) 77.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 91.2% ICU Level of Service E
c Critical Lane Group
2007 Background - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T+ T. Tk TS+
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.99 1.00 0.96
Fit Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1816 1770 1773 1770 3497 1770 3400
Flt Permitted 0.22 1.00 0.44 1.00 0.16 1.00 0.23 1.00
Satd. Flow(perm) 411 1816 821 1773 293 3497 430 3400
Volume (vph) 239 249 50 90 240 114 133 742 63 131 689 244
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Adj. Flow(vph) 249 259 52 94 250 119 139 773 66 136 718 254
Lane Group Flow(vph) 249 311 0 94 369 0 139 839 0 136 972 0
Tum.Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 30.6 23.6 24.4 20.5 37.6 33.6 35.8 32.7
Effective Green,g (s) 32.1 25.1 25.9 22.0 39.1 35.1 37.3 34.2
Actuated g/C Ratio 0.39 0.30 0.31 0.26 0.47 0.42 0.45 0.41
Clearance Time(s) 4.0 5.5 4.0 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 273 548 300 469 209 1475 243 1398
v/s Ratio Prot c0.08 0.17 0.01 0.21 c0.03 0.24 0.02 c0.29
v/s Ratio Perm c0.28 0.08 0.28 0.23
v/c Ratio 0.91 0.57 0.31 0.79 0.67 0.57 0.56 0.70
Uniform Delay,d1 22.1 24.5 21.0 28.4 14.8 18.3 16.1 20.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 32.3 1.4 0.6 8.5 7.7 0.5 2.8 1.5
Delay(s) 54.3 25.8 21.6 36.9 22.6 18.8 18.9 21.7
Level of Service D C C D C B B C
Approach Delay(s) 38.5 33.8 19.3 21.4
Approach LOS D C B C
Intersection Summary
HCM Average Control Delay 25.7 HCM Level of Service C
HCM Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 83.2 Sum of lost time(s) 16.0
Intersection Capacity Utilization 83.2% ICU Level of Service D
c Critical Lane Group
2007 Background - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Fowler Ave 5/4/2004
--�. 4�, \j, 4/
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations *' T Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh/h) 1 48 60 2 7 12
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 1 52 65 2 8 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 67 121 66
vC1, stage 1 conf vol
vC2,stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free% 100 99 99
cM capacity(veh/h) 1534 874 997
Direction Lane EB 1 WB 1 SB 1
Volume Total 53 67 21
Volume Left 1 0 8
Volume Right 0 2 13
cSH 1534 1700 948
Volume to Capacity 0.00 0.04 0.02
Queue Length (ft) 0 0 2
Control Delay(s) 0.2 0.0 8.9
Lane LOS A A
Approach Delay(s) 0.2 0.0 8.9
Approach LOS A
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 13.6% ICU Level of Service A
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N 27th Ave 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4 t Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 0 48 59 0 7 1
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 52 64 0 8 1
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 64 116 64
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC,2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 99 100
cM capacity(veh/h) 1538 880 1000
Direction, Lane# EB 1 WB 1 S
Volume Total 52 64 9
Volume Left 0 0 8
Volume Right 0 0 1
cSH 1538 1700 893
Volume to Capacity 0.00 0.04 0.01
Queue Length (ft) 0 0 1
Control Delay (s) 0.0 0.0 9.1
Lane LOS A
Approach Delay(s) 0.0 0.0 9.1
Approach LOS A
Intersection Summary _
Average Delay 0.6
Intersection Capacity Utilization 13.4% ICU Level of Service A
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
3: Tschache Ln & N. 27th 5/4/2004
,.* -.'t 4., t
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y + 1
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 18 5 0 0 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 20 5 0 0 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC,conflicting volume 11 0 0
vC1, stage 1 conf vol
vC2,stage 2 conf vol
tC, single (s) 6.4 6.2 4.1
tC, 2 stage(s)
tF (s) 3.5 3.3 2.2
p0 queue free% 100 98 100
cM capacity(veh/h) 1006 1085 1623
Direction, Lane t/ EB 1 NB 1 NB 2 SB 1
Volume Total 20 5 0 0
Volume Left 0 5 0 0
Volume Right 20 0 0 0
cSH 1085 1623 1700 1700
Volume to Capacity 0.02 0.00 0.00 0.00
Queue Length (ft) 1 0 0 0
Control Delay(s) 8.4 7.2 0.0 0.0
Lane LOS A A
Approach Delay(s) 8.4 7.2 0.0
Approach LOS A
r►teiT'r§ecfCon�mary
Average Delay 8.1
Intersection Capacity Utilization 13.3% ICU Level of Service A
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
11: Breeze Lane & N. 27th I 5/4/2004
t 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y +
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 33 8 4 18 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 36 9 4 20 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 41 20 20
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 6.4 6.2 4.1
tC, 2 stage(s)
tF (s) 3.5 3.3 2.2
p0 queue free% 100 97 99
cM capacity(veh/h) 965 1058 1597
Direction, Lane # EB 1 NB 1 NB 2 SB 1
Volume Total 36 9 4 20
Volume Left 0 9 0 0
Volume Right 36 0 0 0
cSH 1058 1597 1700 1700
Volume to Capacity 0.03 0.01 0.00 0.01
Queue Length (ft) 3 0 0 0
Control Delay(s) 8.5 7.3 0.0 0.0
Lane LOS A A
Approach Delay(s) 8.5 4.8 0.0
Approach LOS A
ntersect on Wary
Average Delay 5.4
Intersection Capacity Utilization 13.3% ICU Level of Service A
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: W Oak St & N. 27th 5/4/2004
t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations tt. T'� 4 41�
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 0 89 9 18 49 10 2 4 55 38 13 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 97 10 20 53 11 2 4 60 41 14 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
vC, conflicting volume 64 107 174 205 53 208 204 32
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 99 100 99 94 94 98 100
cM capacity(veh/h) 1536 1482 752 681 1003 677 682 1034
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1
Volume Total 0 64 42 20 36 29 66 55
Volume Left 0 0 0 20 0 0 2 41
Volume Right 0 0 10 0 0 11 60 0
cSH 1700 1700 1700 1482 1700 1700 962 678
Volume to Capacity 0.00 0.04 0.02 0.01 0.02 0.02 0.07 0.08
Queue Length (ft) 0 0 0 1 0 0 6 7
Control Delay(s) 0.0 0.0 0.0 7.5 0.0 0.0 9.0 10.8
Lane LOS A A B
Approach Delay(s) 0.0 1.7 9.0 10.8
Approach LOS A B
Intersection Summary
Average Delay 4.3
Intersection Capacity Utilization 14.1% ICU Level of Service A
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
12: W Oak St & Buckrack 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations tt tT. Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 0 69 43 8 29 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 75 47 9 32 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC,conflicting volume 55 89 28
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.8 6.9
tC,2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 97 100
cM capacity(veh/h) 1548 902 1041
Direction, Lane# EB 1 EB 2 EB 3 WB 1 WB 2 SB 1
Volume Total 0 38 38 31 24 32
Volume Left 0 0 0 0 0 32
Volume Right 0 0 0 0 9 0
cSH 1700 1700 1700 1700 1700 902
Volume to Capacity 0.00 0.02 0.02 0.02 0.01 0.03
Queue Length (ft) 0 0 0 0 0 3
Control Delay(s) 0.0 0.0 0.0 0.0 0.0 9.1
Lane LOS A
Approach Delay (s) 0.0 0.0 9.1
Approach LOS A
Intersection Summary
Average Delay 1.8
Intersection Capacity Utilization 13.3% ICU Level of Service A
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4+ T. '� TT+ TT+
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.93 0.94 1.00 0.99 1.00 0.99
Flt Protected 0.99 0.98 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1717 1725 1770 3505 1770 3518
Fit Permitted 0.89 0.86 0.21 1.00 0.44 1.00
Satd. Flow(perm) 1549 1504 397 3505 814 3518
Volume (vph) 26 24 48 36 21 43 59 498 34 43 968 41
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow(vph) 28 26 52 39 23 46 63 535 37 46 1041 44
Lane Group Flow (vph) 0 106 0 0 108 0 63 572 0 46 1085 0
Turn Type Perm Penn pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 6.4 6.4 41.8 38.3 39.4 37.1
Effective Green,g(s) 8.4 8.4 43.8 41.3 41.4 40.1
Actuated g/C Ratio 0.13 0.13 0.70 0.66 0.66 0.64
Clearance Time (s) 6.0 6.0 3.0 7.0 3.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 207 201 330 2298 555 2239
v/s Ratio Prot c0.01 0.16 0.00 c0.31
v/s Ratio Perm 0.07 c0.07 0.12 0.05
v/c Ratio 0.51 0.54 0.19 0.25 0.08 0.48
Uniform Delay, d1 25.4 25.5 3.6 4.5 3.8 6.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.1 2.8 0.3 0.1 0.1 0.2
Delay(s) 27.5 28.2 3.9 4.5 3.9 6.2
Level of Service C C A A A A
Approach Delay(s) 27.5 28.2 4.5 6.1
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 7.9 HCM Level of Service A
HCM Volume to Capacity ratio 0.48
Actuated Cycle Length(s) 63.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization 55.0% ICU Level of Service A
c Critical Lane Group
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 1I5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4 4+ TT+ Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.89 0.86 1.00 1.00 1.00 1.00
Flt Protected 0.99 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1646 1611 1770 3537 1770 3539
Flt Permitted 0.94 1.00 0.25 1.00 0.43 1.00
Satd. Flow(perm) 1555 1611 467 3537 797 3539
Volume(vph) 8 1 39 0 0 7 50 555 3 3 1029 1
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow(vph) 9 1 41 0 0 7 53 590 3 3 1095 1
Lane Group Flow (vph) 0 51 0 0 7 0 53 593 0 3 1096 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 B 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 4.4 4.4 71.3 71.3 71.3 71.3
Effective Green, g(s) 6.4 6.4 74.3 74.3 74.3 74.3
Actuated g/C Ratio 0.07 0.07 0.84 0.84 0.84 0.84
Clearance Time (s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 112 116 391 2963 668 2964
v/s Ratio Prot 0.00 0.17 c0.31
v/s Ratio Perm c0.03 0,11 0.00
v/c Ratio 0.46 0.06 0.14 0.20 0.00 0.37
Uniform Delay, d1 39.5 38.3 1.3 1A 1.2 1.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.9 0.2 0.7 0.2 0.0 0.4
Delay(s) 42.4 38.6 2.0 1.6 1.2 2.0
Level of Service D D A A A A
Approach Delay(s) 42.4 38.6 1.6 2.0
Approach LOS D D A A
Intersection Summary
HCM Average Control Delay 3.2 HCM Level of Service A
HCM Volume to Capacity ratio 0.38
Actuated Cycle Length(s) 88.7 Sum of lost time(s) 8,0
Intersection Capacity Utilization 42.0% ICU Level of Service A
c Critical Lane Group
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: W Oak St & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T. + r I Tl Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.96 1.00 1.00 0.85 1.00 0.95 1.00 0.99
Fit Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1795 1770 1863 1583 1770 3349 1770 3502
Fit Permitted 0.72 1.00 0.34 1.00 1.00 0.35 1.00 0.30 1.00
Satd Flow(perm) 1346 1795 633 1863 1583 653 3349 552 3502
Volume (vph) 102 161 52 182 52 46 20 416 231 91 725 55
Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Adj. Flow(vph) 104 164 53 186 53 47 20 424 236 93 740 56
Lane Group Flow(vph) 104 217 0 186 53 47 20 660 0 93 796 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 13.0 13.0 24.0 24.0 28.7 32.2 32.2 40.9 40.9
Effective Green, g (s) 15.0 15.0 26.0 26.0 30.7 35.2 35.2 43.9 43.9
Actuated g/C Ratio 0.19 0.19 0.33 0.33 0.39 0.45 0.45 0.56 0.56
Clearance Time (s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 259 346 313 622 705 295 1513 385 1974
v/s Ratio Prot 0.12 c0.05 0.03 0.00 co.20 0.01 c0.23
v/s Ratio Perm 0.08 c0.14 0.03 0.03 0.12
v/c Ratio 0.40 0.63 0.59 0.09 0.07 0.07 0.44 0.24 0.40
Uniform Delay, d1 27.5 28.9 19.9 17.8 14.7 12.1 14.6 8.6 9.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.0 3.5 3.0 0.1 0.0 0.4 0.9 0.3 0.6
Delay(s) 28.5 32.4 22.9 17.9 14.7 12.5 15.5 8.9 10.2
Level of Service C C C B B B B A B
Approach Delay(s) 31.2 20.6 15.4 10.1
Approach LOS C C B B
Intersection Summary
HCM Average Control Delay 16.2 HCM Level of Service B
HCM Volume to Capacity ratio 0.50
Actuated Cycle Length(s) 77.9 Sum of lost time(s) 12.0
Intersection Capacity Utilization 85.5°4) ICU Level of Service D
c Critical Lane Group
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T., 1 1 TT Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.98 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1804 1770 1778 1770 3483 1770 3442
Flt Permitted 0.34 1.00 0.18 1.00 0.17 1.00 0.28 1.00
Satd. Flow(perm) 635 1804 330 1778 313 3483 522 3442
Volume (vph) 181 328 88 84 157 69 102 481 57 224 734 164
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 197 357 96 91 171 75 111 523 62 243 798 178
Lane Group Flow(vph) 197 453 0 91 246 0 111 585 0 243 976 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 37.2 25.6 28.2 21.1 38.9 31.6 47.9 36.6
Effective Green,g (s) 38.7 27.1 30.2 22.6 40.4 33.1 49.4 38.1
Actuated g/C Ratio 0.40 0.28 0.31 0.24 0.42 0.34 0.51 0.40
Clearance Time (s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 .5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 399 509 218 418 242 1200 428 1365
v/s Ratio Prot c0.06 c0.25 0.03 0.14 0.03 0.17 c0.07 c0.28
v/s Ratio Perm 0.14 0.10 0.16 0.22
v/c Ratio 0.49 0.89 0.42 0.59 0.46 0.49 0.57 0.72
Uniform Delay,d1 20.1 33.1 25.1 32.6 18.5 24.8 14.4 24.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.0 17.2 1.3 2.1 1.4 0.3 1.7 1.8
Delay(s) 21.1 50.2 26.4 34.7 19.9 25.1 16.1 26.2
Level of Service C D C C B C B C
Approach Delay(s) 41.4 32.5 24.3 24.2
Approach LOS D C C C
Intersection Summary
HCM Average Control Delay 29.0 HCM Level of Service C
HCM Volume to Capacity ratio 0.73
Actuated Cycle Length(s) 96.1 Sum of lost time(s) 12.0
Intersection Capacity Utilization 81.5% ICU Level of Service D
c Critical Lane Group
2007 Phase 1 -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Fowler Ave 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4 1 Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh/h) 20 93 80 27 8 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 22 101 87 29 9 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 116 246 102
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 99 99
cM capacity (veh/h) 1472 731 954
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 123 116 20
Volume Left 22 0 9
Volume Right 0 29 11
cSH 1472 1700 840
Volume to Capacity 0.01 0.07 0.02
Queue Length (ft) 1 0 2
Control Delay(s) 1.4 0.0 9.4
Lane LOS A A
Approach Delay(s) 1.4 0.0 9.4
Approach LOS A
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 18.3% ICU Level of Service A
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N 27th Ave 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations *' T Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 1 93 97 10 2 2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 1 101 105 11 2 2
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 116 214 111
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.4 6.2
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 100 100
cM capacity(veh/h) 1472 774 942
Direction, Lane # EB 1 WB 1 SB 1
Volume Total 102 116 4
Volume Left 1 0 2
Volume Right 0 11 2
cSH 1472 1700 850
Volume to Capacity 0.00 0.07 0.01
Queue Length (ft) 0 0 0
Control Delay(s) 0.1 0.0 9.3
Lane LOS A A
Approach Delay(s) 0.1 0.0 9.3
Approach LOS A
Intersection Summary
Average Delay 0.2
Intersection Capacity Utilization 16.2% ICU Level of Service A
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
14: Tschache Ln & N. 27th 5/4/2004
--* .\ f j
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y + T.
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume(veh/h) 0 10 19 0 0 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 11 21 0 0 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 41 0 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 6.4 6.2 4.1
tC, 2 stage(s)
tF (s) 3.5 3.3 2.2
p0 queue free% 100 99 99
cM capacity(veh/h) 958 1085 1623
Direction, Lane# EB 1 NB 1 NB 2 SIB 1
Volume Total 11 21 0 0
Volume Left 0 21 0 0
Volume Right 11 0 0 0
cSH 1085 1623 1700 1700
Volume to Capacity 0.01 0.01 0.00 0.00
Queue Length (ft) 1 1 0 0
Control Delay(s) 8.4 7.2 0.0 0.0
Lane LOS A A
Approach Delay(s) 8.4 7.2 0.0
Approach LOS A
nl�ect on Summary
Average Delay 7.6
Intersection Capacity Utilization 13.3% ICU Level of Service A
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
11: Breeze Lane & N. 27th 5/4/2004
--* --t t l
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y t T-+
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume(veh/h) 0 18 34 19 10 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 0 20 37 21 11 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 105 11 11
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 6.4 6.2 4.1
tC, 2 stage(s)
tF (s) 3.5 3.3 2.2
p0 queue free% 100 98 98
cM capacity(veh/h) 872 1070 1608
Direction, Lane 1# EB 1 NB 1 NB 2 SB 1
Volume Total 20 37 21 11
Volume Left 0 37 0 0
Volume Right 20 0 0 0
cSH 1070 1608 1700 1700
Volume to Capacity 0.02 0.02 0.01 0.01
Queue Length (ft) 1 2 0 0
Control Delay(s) 8.4 7.3 0.0 0.0
Lane LOS A A
Approach Delay(s) 8.4 4.7 0.0
Approach LOS A
Intersection Summary
Average Delay 4.9
Intersection Capacity Utilization 13.3% ICU Level of Service A
2007 Phase 1 -PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: W Oak St & N. 27th 5/4/2004
-)v f, 4- t 4\ t /
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations TT�' T14 4. 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 71 6 72 119 39 11 13 37 21 7 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 77 7 78 129 42 12 14 40 23 8 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
vC, conflicting volume 172 84 305 409 42 393 391 86
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 95 98 97 96 95 99 100
cM capacity(veh/h) 1403 1511 593 503 1020 488 515 956
Direction, Lane# EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1
Volume Total 0 51 32 78 86 86 66 30
Volume Left 0 0 0 78 0 0 12 23
Volume Right 0 0 7 0 0 42 40 0
cSH 1700 1700 1700 1511 1700 1700 756 495
Volume to Capacity 0.00 0.03 0.02 0.05 0.05 0.05 0.09 0.06
Queue Length (ft) 0 0 0 4 0 0 7 5
Control Delay(s) 0.0 0.0 0.0 7.5 0.0 0.0 10.2 12.8
Lane LOS A B B
Approach Delay (s) 0.0 2.4 10.2 12.8
Approach LOS B B
Intersection Summary
Average Delay 3.8
Intersection Capacity Utilization 21.7% ICU Level of Service A
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
12: W Oak St & Buckrack 5/4/2004
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations tt till Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 0 61 100 30 16 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 66 109 33 17 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
vC, conflicting volume 141 158 71
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 6.8 6.9
tC, 2 stage(s)
tF (s) 2.2 3.5 3.3
p0 queue free% 100 98 100
cM capacity(veh/h) 1439 817 977
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1
Volume Total 0 33 33 72 69 17
Volume Left 0 0 0 0 0 17
Volume Right 0 0 0 0 33 0
cSH 1700 1700 1700 1700 1700 817
Volume to Capacity 0.00 0.02 0.02 0.04 0.04 0.02
Queue Length (ft) 0 0 0 0 0 2
Control Delay(s) 0.0 0.0 0.0 0.0 0.0 9.5
Lane LOS A
Approach Delay(s) 0.0 0.0 9.5
Approach LOS A
Intersection Summary
Average Delay 0.7
Intersection Capacity Utilization 14.0% ICU Level of Service A
2007 Phase 1 -PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations .+ 4, T1t. TT
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 0.95 1.00 0.99 1.00 1.00
Flt Protected 0.98 0.98 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1713 1739 1770 3510 1770 3527
Flt Permitted 0.76 0.79 0.15 1.00 0.14 1.00
Satd. Flow (perm) 1327 1395 271 3510 256 3527
Volume (vph) 66 35 93 75 64 83 73 1190 69 26 1135 28
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 69 37 98 79 67 87 77 1253 73 27 1195 29
Lane Group Flow (vph) 0 204 0 0 233 0 77 1326 0 27 1224 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 9.6 9.6 29.6 27.0 27.8 26.1
Effective Green, g (s) 11.6 11.6 31.6 30.0 29.8 29.1
Actuated g/C Ratio 0.21 0.21 0.58 0.55 0.55 0.54
Clearance Time (s) 6.0 6.0 3.0 7.0 3.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 283 298 202 1939 160 1890
v/s Ratio Prot c0.01 c0.38 0.00 0.35
v/s Ratio Perm 0.15 W.17 0.21 0.09
v/c Ratio 0.72 0.78 0.38 0.68 0.17 0.65
.Uniform Delay, d1 19.8 20.2 6.3 8.7 6.7 9.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 8.7 12.5 1.2 1.0 0.5 0.8
Delay(s) 28.6 32.7 7.5 9.8 7.2 9.7
Level of Service C C A A A A
Approach Delay(s) 28.6 32.7 9.6 9.7
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 12.6 HCM Level of Service B
HCM Volume to Capacity ratio 0.65
Actuated Cycle Length(s) 54.3 Sum of lost time (s) 8.0
Intersection Capacity Utilization 78.6% ICU Level of Service C
c Critical Lane Group
2007 Phase 1 -PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 41 4 TT Ty►
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.91 0.91 1.00 1.00 1.00 1.00
Fit Protected 0.99 0.99 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1673 1675 1770 3535 1770 3539
Fit Permitted 0.90 0.91 0.22 1.00 0.22 1.00
Satd. Flow (perm) 1530 1543 407 3535 418 3539
Volume (vph) 32 5 72 19 7 52 25 1002 8 38 1027 1
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow(vph) 36 6 81 21 8 58 28 1126 9 43 1154 1
Lane Group Flow (vph) 0 123 0 0 87 0 28 1135 0 43 1155 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 8.3 8.3 45.4 45.4 45.4 45.4
Effective Green, g (s) 10.3 10.3 48.4 48.4 48.4 48.4
Actuated g/C Ratio 0.15 0.15 0.73 0.73 0.73 0.73
Clearance Time (s) 6.0 6.0 7.0 7.0 7.0 7:0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 236 238 295 2565 303 2568
v/s Ratio Prot 0.32 c0.33
v/s.Ratio Perm c0.08 0.06 0.07 0.10
v/c Ratio 0.52 0.37 0.09 0.44 0.14 0.45
Uniform Delay,d1 25.9 25.3 2.7 3.7 2.8 3.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.1 1.0 0.6 0.6 1.0 0.6
Delay(s) 28.0 26.2 3.3 4.3 3.8 4.3
Level of Service C C A A A A
Approach Delay(s) 28.0 26.2 4.2 4.3
Approach LOS C C A 'A
Intersection Summary
HCM Average Control Delay 6.1 HCM Level of Service A
HCM Volume to Capacity ratio 0.46
Actuated Cycle Length(s) 66.7 Sum of lost time(s) 8.0
Intersection Capacity Utilization 51.8% ICU Level of Service A
c Critical Lane Group
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: W Oak St & N 19th Ave 5/4/2004
Movement EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T. + r I T1a 1`k
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.97 1.00 0.98
Fit Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1817 1770 1863 1583 1770 3436 1770 3468
Fit Permitted 0.64 1.00 0.45 1.00 1.00 0.32 1.00 0.13 1.00
Satd. Flow(perm) 1196 1817 841 1863 1583 592 3436 240 3468
Volume (vph) 143 126 25 353 174 150 41 802 194 186 736 114
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow(vph) 151 133 26 372 183 158 43 844 204 196 775 120
Lane Group Flow(vph) 151 159 0 372 183 158 43 1048 0 196 895 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 13.3 13.3 24.3 24.3 30.3 30.1 30.1 40.1 40.1
Effective Green, g (s) 15.3 15.3 26.3 26.3 32.3 33.1 33.1 43.1 43.1
Actuated g/C Ratio 0.20 0.20 0.34 0.34 0.42 0.43 0.43 0.56 0.56
Clearance Time(s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 236 359 370 633 742 253 1469 252 1931
v/s Ratio Prot 0.09 c0.09 0.10 0.02 0.31 c0.06 0.26
v/s Ratio Perm 0.13 c0.25 0:08 0.07 c0.37
v/c Ratio 0.64 0.44 1.01 0.29 0.21 0.17 0.71 0.78 0.46
Uniform Delay,d1 28.5 27.3 25.1 18.7 14.4 13.7 18.2 12.6 10.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 5.6 0.9 48.1 0.3 0.1 1.5 3.0 14.0 0.8
Delay(s) 34.1 28.2 73.2 19.0 14.6 15.1 21.2 26.6 11.0
Level of Service C C E B B B C C B
Approach Delay (s) 31.1 46.3 21.0 13.8
Approach LOS C D C B
Intersection Summary
HCM Average Control Delay 25.2 HCM Level of Service C
HCM Volume to Capacity ratio 0.84
Actuated Cycle Length(s) 77.4 Sum of lost time (s) 8.0
Intersection Capacity Utilization 92.7% ICU Level of Service E
c Critical Lane Group
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
-)V *-- 4.., .6\ t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ?+ t, '5 Tl tT.
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.98 1.00 0.95 1.00 0.99 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1827 1770 1768 1770 3498 1770 3402
Flt Permitted 0.17 1.00 0.30 1.00 0.12 1.00 0.16 1.00
Satd. Flow(perm) 311 1827 562 1768 216 3498 299 3402
Volume (vph) 239 350 51 90 242 124 135 761 63 136 700 244
Peak-hour factor, PH 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Adj. Flow(vph) 249 365 53 94 252 129 141 793 66 142 729 254
Lane Group Flow(vph) 249 418 0 94 381 0 141 859 0 142 983 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 41.4 29.7 30.7 23.5 43.1 33.0 42.9 32.9
Effective Green, g (s) 42.9 31.2 32.7 25.0 44.6 34.5 44.4 34.4
Actuated g/C Ratio 0.43 0.31 0.33 0.25 0.45 0.35 0.45 0.35
Clearance Time(s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 338 573 278 445 255 1214 282 1177
v/s Ratio Prot c0.10 0.23 0.03 c0.22 c0.06 0.25 0.05 co.29
v/s Ratio Perm 0.22 0.08 0.19 0.17
v/c Ratio 0.74 0.73 0.34 0.86 0.55 0.71 0.50 0.84
Uniform Delay, d1 21.4 30.3 24.2 35.5 19.7 28.1 18.6 29.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.1 4.6 0.7 14.9 2.6 1.9 1.4 5.3
Delay (s) 29.5 35.0 25.0 50.4 22.3 30.0 20.0 35.2
Level of Service C C C D C C C D
Approach Delay(s) 32.9 45.3 28.9 33.2
Approach LOS C D C C
Intersection Summary
HCM Average Control Delay 33.6 HCM Level of Service C
HCM Volume to Capacity ratio 0.79
Actuated Cycle Length(s) 99.4 Sum of lost time(s) 16.0
Intersection Capacity Utilization 84.3% ICU Level of Service D
c Critical Lane Group
2007 Phase 1 - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Davis Lane 5/4/2004
4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4 -TO 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 1 60 0 0 73 5 1 2 0 8 0 15
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 1 65 0 0 79 5 1 2 0 9 0 16
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 85 65 166 152 65 151 149 82
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 100 100 100 100 99 100 98
cM capacity(veh/h) 1512 1537 785 739 999 815 742 978
Direction, Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 66 85 1 2 25
Volume Left 1 0 1 0 9
Volume Right 0 5 0 0 16
cSH 1512 1537 785 739 914
Volume to Capacity 0.00 0.00 0.00 0.00 0.03
Queue Length (ft) 0 0 0 0 2
Control Delay(s) 0.1 0.0 9.6 9.9 9.0
Lane LOS A A A A
Approach Delay(s) 0.1 0.0 9.8 9.0
Approach LOS A A
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 14.5% ICU Level of Service A
2014 Background (w/ Phase 1) -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N. 27th 5/4/2004
41
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations , 41 T. +T+
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 60 0 1 72 0 0 0 5 8 0 1
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 65 0 1 78 0 0 0 5 9 0 1
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 78 65 147 146 65 151 146 78
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 100 100 99 99 100 100
cM capacity(veh/h) 1520 1537 820 745 999 812 745 982
Direction, Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 65 79 0 5 10
Volume Left 0 1 0 0 9
Volume Right 0 0 0 5 1
cSH 1520 1537 1700 999 828
Volume to Capacity 0.00 0.00 0.00 0.01 0.01
Queue Length (ft) 0 0 0 0 1
Control Delay(s) 0.0 0.1 0.0 8.6 9.4
Lane LOS A A A A
Approach Delay (s) 0.0 0.1 8.6 9.4
Approach LOS A A
Intersection Summary
Average Delay 0.9
Intersection Capacity Utilization 14.2% ICU Level of Service A
2014 Background (w/Phase 1) -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: Oak Street & N. 27th 5/4/2004
--* ---*: --v .-- *-- t' /'w '*� 1 '*'1'
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations TT, '� TT. 4 T.
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 101 11 22 58 6 3 4 68 23 16 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 110 12 24 63 7 3 4 74 25 17 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 70 122 204 233 61 245 236 35
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 98 100 99 93 96 97 100
cM capacity(veh/h) 1529 1463 712 655 992 626 653 1030
Direction, Lane# EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 SB 2
Volume Total 0 73 49 24 42 28 82 25 17
Volume Left 0 0 0 24 0 0 3 25 0
Volume Right 0 0 12 0 0 7 74 0 0
cSH 1700 1700 1700 1463 1700 1700 951 626 653
Volume to Capacity 0.00 0.04 0.03 0.02 0.02 0.02 0.09 0.04 0.03
Queue Length (ft) 0 0 0 1 0 0 7 3 2
Control Delay(s) 0.0 0.0 0.0 7.5 0.0 0.0 9.1 11.0 10.7
Lane LOS A A B B
Approach Delay(s) 0.0 1.9 9.1 10.9
Approach LOS A B
Intersection Summary
Average Delay 4.1
Intersection Capacity Utilization 15.2% ICU Level of Service A
2014 Background (w/Phase 1) -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4+ TT +T
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 0.94 1.00 0.99 1.00 0.99
Flt Protected 0.99 0.98 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1720 1720 1770 3503 1770 3518
Flt Permitted 0.87 0.83 0.13 1.00 0.36 1.00
Satd. Flow(perm) 1524 1456 247 3503 666 3518
Volume(vph) 35 31 60 44 27 58 72 603 44 53 1187 51
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 38 34 65 48 29 63 78 655 48 58 1290 55
Lane Group Flow (vph) 0 137 0 0 140 0 78 703 0 58 1345 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 8.5 8.5 35.2 32.2 35.2 32.2
Effective Green, g (s) 10.5 10.5 37.7 35.2 37.7 35.2
Actuated g/C Ratio 0.17 0.17 0.63 0.58 0.63 0.58
Clearance Time(s) 6.0 6.0 3.5 7.0 3.5 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 266 254 218 2048 463 2057
v/s Ratio Prot c0.01 0.20 0.01 c0.38
v/s Ratio Perm 0.09 c0.10 0.21 0.07
v/c Ratio 0.52 0.55 0.36 0.34 0.13 0.65
Uniform Delay, d1 22.5 22.7 6.0 6.5 4.4 8.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.7 2.6 1.0 0.1 0.1 0.8
Delay(s) 24.2 25.3 7.0 6.6 4.5 9.2
Level of Service C C A A A A
Approach Delay(s) 24.2 25.3 6.6 9.0
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 10.0 HCM Level of Service B
HCM Volume to Capacity ratio 0.62
Actuated Cycle Length(s) 60.2 Sum of lost time(s) 12.0
Intersection Capacity Utilization 66.5% ICU Level of Service B
c Critical Lane Group
2014 Background (w/ Phase 1) -AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
r�
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4. 4 T1► Vi Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.90 0.86 1.00 1.00 1.00 1.00
Fit Protected 0.99 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1653 1611 1770 3537 1770 3538
Flt Permitted 0.93 1.00 0.18 1.00 0.37 1.00
Satd. Flow(perm) 1548 1611 328 3537 692 3538
Volume(vph) 13 2 48 0 0 8 61 670 3 4 1262 2
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 14 2 52 0 0 9 66 728 3 4 1372 2
Lane Group Flow(vph) 0 68 0 0 9 0 66 731 0 4 1374 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 6.2 6.2 62.5 62.5 62.5 62.5
Effective Green, g(s) 8.2 8.2 65.5 65.5 65.5 65.5
Actuated g/C Ratio 0.10 0.10 0.80 0.80 0.80 0.80
Clearance Time(s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 155 162 263 2836 555 2836
v/s Ratio Prot 0.01 0.21 c0.39
v/s Ratio Perm c0.04 0.20 0.01
v/c Ratio 0.44 0.06 0.25 0.26 0.01 0.48
Uniform Delay,d1 34.6 33.2 2.0 2.0 1.6 2.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.0 0.1 2.3 0.2 0.0 0.6
Delay (s) 36.6 33.4 4.3 2.2 1.6 3.2
Level of Service D C A A A A
Approach Delay(s) 36.6 33.4 2.4 3.2
Approach LOS.,, D C A A
Intersection Summary
HCM Average Control Delay 4.1 HCM Level of Service A
HCM Volume to Capacity ratio 0.48
Actuated Cycle Length(s) 81.7 Sum of lost time (s) 8.0
Intersection Capacity Utilization 78.0% ICU Level of Service C
c Critical Lane Group
2014 Background (w/ Phase 1)-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: Oak Street & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations t + r Tk TT.
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.95 1.00 0.99
Fit Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1805 1770 1863 1583 1770 3350 1770 3504
Fit Permitted 0.71 1.00 0.28 1.00 1.00 0.26 1.00 0.20 1.00
Satd. Flow (perm) 1329 1805 513 1863 1583 478 3350 379 3504
Volume (vph) 111 192 51 224 62 57 21 512 284 112 891 63
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 121 209 55 243 67 62 23 557 309 122 968 68
Lane Group Flow(vt:)h) 121 264 0 243 67 62 23 866 0 122 1036 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 14.1 14.1 25.1 25.1 29.8 32.2 32.2 40.9 40.9
Effective Green, g (s) 16.1 16.1 27.1 27.1 31.8 35.2 35.2 43.9 43.9
Actuated g/C Ratio 0.20 0.20 0.34 0.34 0.40 0.45 0.45 0.56 0.56
Clearance Time(s) - 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 271 368 287 639 717 213 1493 293 1947
v/s Ratio Prot 0.15 c0.07 0.04 0.01 c0.26 0.02 c0.30
v!s Ratio Perm 0.09 c0.22 0.03 0.05 0.21
v/c Ratio 0.45 0.72 0.85 0.10 0.09 0.11 0.58 0.42 0.53
Uniform Delay, d1 27.5 29.3 22.1 17.7 14.6 12.8 16.4 10.1 11.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.2 6.5 20.0 0.1 0.1 1.0 1.7 1.0 1.0
Delay(s) 28.7 35.9 42.1 17.8 14.7 13.8 18.0 11.1 12.1
Level of Service C D D B B B B B B
Approach Delay(s) 33.6 33.2 17.9 12.0
Approach LOS C C B B
Intersection Summary
HCM Average Control Delay 19.7 HCM Level of Service B
HCM Volume to Capacity ratio 0.68
Actuated Cycle Length(s) 79.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 95.1% ICU Level of Service E
c Critical Lane Group
2014 Background (w/ Phase 1)-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NER SBL SBT SBR
Lane Configurations ►'j 4 T1t. fl.
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.98 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1802 1770 1778 1770 3482 1770 3441
Flt Permitted 0.31 1.00 0.12 1.00 0.10 1.00 0.18 1.00
Satd. Flow (perm) 582 1802 220 1778 194 3482 344 3441
Volume (vph) 223 405 112 104 193 84 127 590 71 271 892 203
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 242 440 122 113 210 91 138 641 77 295 970 221
Lane Group Flow(vph) 242 562 0 113 301 0 138 718 0 295 1191 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 51.4 36.7 42.5 32.3 48.0 36.9 57.7 42.6
Effective Green, g (s) 52.9 38.2 44.5 33.8 49.5 38.4 59.2 44.1
Actuated g/C Ratio 0.44 0.32 0.37 0.28 0.41 0.32 0.49 0.37
Clearance Time (s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 406 573 220 500 226 1113 369 1264
v/s Ratio Prot c0.08 c0.31 0.05 0.17 0.06 0.21 c0.11 c0.35
v/s Ratio Perm 0.19 0.14 0.20 0.28
v/c Ratio 0.60 0.98 0.51 0.60 0.61 0.65 0.80 0.94
Uniform Delay, d1 23.4 40.6 29.1 37.3 27.1 35.0 21.9 36.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.4 32.6 2.0 2.0 4.8 1.3 11.5 13.7
Delay (s) 25.7 73.2 31.2 39.4 31.9 36.3 33.4 50.5
Level of Service C E C D C D C D
Approach Delay (s) 58.9 37.1 35.6 47.1
Approach LOS E D D D
Intersection Summary
HCM Average Control Delay 45.8 HCM Level of Service D
HCM Volume to Capacity ratio 0.87
Actuated Cycle Length(s) 120.1 Sum of lost time (s) 8.0
Intersection Capacity Utilization 91.7% ICU Level of Service E
c Critical Lane Group
2014 Background (w/ Phase 1)-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Davis Lane 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4 44 T 4+
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 25 115 1 0 98 34 0 1 0 12 2 12
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 27 125 1 0 107 37 0 1 0 13 2 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None -9
Median storage veh)
vC, conflicting volume 143 126 319 323 126 305 305 125
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 100 100 100 100 98 100 99
cM capacity(veh/h) 1439 1460 614 583 925 637 597 926
Direction. Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 153 143 0 1 28
Volume Left 27 0 0 0 13
Volume Right 1 37 0 0 13
cSH 1439 1460 1700 583 739
Volume to Capacity 0.02 0.00 0.00 0.00 0.04
Queue Length (ft) 1 0 0 0 3
Control Delay(s) 1.5 0.0 0.0 11.2 10.1
Lane LOS A A B B
Approach Delay(s) 1.5 0.0 11.2 10.1
Approach LOS B B
Intersection Summary
Average Delay 1.6
Intersection Capacity Utilization 22.1% ICU Level of Service A
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HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N. 27th * 15/4/2004
- 4 I � t.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations +T, 4 F+ 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 1 115 0 5 119 12 0 0 3 3 0 3
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 1 125 0 5 129 13 0 0 3 3 0 3
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 142 125 277 280 125 277 274 136
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free% 100 100 100 100 100 100 100 100
cM capacity (veh/h) 1440 1462 670 625 926 671 630 913
Direction, Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 126 148 0 3 7
Volume Left 1 5 0 0 3
Volume Right 0 13 0 3 3
cSH 1440 1462 1700 926 773
Volume to Capacity 0.00 0.00 0.00 0.00 0.01
Queue Length (ft) 0 0 0 0 1
Control Delay(s) 0.1 0.3 0.0 8.9 9.7
Lane LOS A A A A A
Approach Delay(s) 0.1 0.3 8.9 9.7
Approach LOS A A
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 18.4% ICU Level of Service A
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HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: Oak Street & N. 27th 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations tT. TT 4 T
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 82 9 89 138 23 15 17 46 13 9 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 0 89 10 97 150 25 16 18 50 14 10 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 175 99 367 463 49 460 455 88
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 94 97 96 95 97 98 100
cM capacity(veh/h) 1399 1492 528 463 1008 425 467 953
Direction, Lane H EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 SB 2
Volume Total 0 59 39 97 100 75 85 14 10
Volume Left 0 0 0 97 0 0 16 14 0
Volume Right 0 0 10 0 0 25 50 0 0
cSH 1700 1700 1700 1492 1700 1700 704 425 467
Volume to Capacity 0.00 0.03 0.02 0.06 0.06 0.04 0.12 0.03 0.02
Queue Length (ft) 0 0 0 5 0 0 10 3 2
Control Delay(s) 0.0 0.0 0.0 7.6 0.0 0.0 10.8 13.8 12.9
Lane LOS A B B B
Approach Delay(s) 0.0 2.7 10.8 13.4
Approach LOS B B
Intersection Summary
Average Delay 4.1
Intersection Capacity Utilization 24.3% ICU Level of Service A
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HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
.- 4� t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4. 44 0 Tti*
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 0.95 1.00 0.99 1.00 1.00
Flt Protected Milk.. 0.98 0.98 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1714 1740 1770 3510 1770 3525
Flt Permitted 0.71 0.74 0.10 1.00 0.10 1.00
Satd. Flow(perm) 1240 1301 191 3510 195 3525
Volume (vph) 83 44 115 91 81 102 90 1458 84 32 1386 38
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 90 48 125 99 88 111 98 1585 91 35 1507 41
Lane Group Flow(vph) 0 263 0 0 298 0 98 1676 0 35 1548 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 15.4 15.4 39.3 36.0 37.7 35.2
Effective Green, g (s) 17.4 17.4 41.8 39.0 40.2 38.2
Actuated g/C Ratio 0.25 0.25 0.59 0.55 0.57 0.54
Clearance Time(s) 6.0 6.0 3.5 7.0 3.5 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 306 322 176 1944 156 1913
v/s Ratio Prot c0.02 c0.48 0.01 0.44
v/s Ratio Perm 0.21 c0.23 0.31 0.12
v/c Ratio 0.86 0.93 0.56 0.86 0.22 0.81
Uniform Delay,d1 25.3 25.9 11.1 13.4 11.5 13.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2. 20.6 31.3 3.8 4.2 0.7 2.6
Delay(s) 46.0 57.2 14.8 17.6 12.2 15.8
Level of Service D E B B B B
Approach Delay (s) 46.0 57.2 17.5 15.7
Approach LOS D E B B
Intersection Summary
HCM Average Control Delay 21.7 HCM Level of Service C
HCM Volume to Capacity ratio 0.82
Actuated Cycle Length(s) 70.4 Sum of lost time (s) 8.0
Intersection Capacity Utilization 95.4% ICU Level of Service E
c Critical Lane Group
2014 Background (w/ Phase 1)- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBIL1-ST51
HCM Signalized Intersection Capacity Analysis
9: Oak Street & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T, ►� + r tl+ Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.97 1.00 0.98
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1825 1770 1863 1583 1770 3436 1770 3474
Flt Permitted 0.62 1.00 0.35 1.00 1.00 0.22 1.00 0.10 1.00
Satd. Flow(perm) 1150 1825 660 1863 1583 406 3436 177 3474
Volume (vph) 168 152 24 435 208 184 38 987 238 228 905 126
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 183 165 26 473 226 200 41 1073 259 248 984 137
Lane Group Flow(vph) 183 191 0 473 226 200 41 1332 0 248 1121 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 15.9 15.9 37.9 37.9 47.9 35.0 35.0 49.0 49.0
Effective Green,g (s) 17.9 17.9 39.9 39.9 49.9 38.0 38.0 52.0 52.0
Actuated g/C Ratio 0.18 0.18 0.40 0.40 0.50 0.38 0.38 0.52 0.52
Clearance Time(s) 6.0 6.0 4:0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 206 327 464 744 854 154 1307 252 1808
v/s Ratio Prot 0.10 c0.18 0.12 0.02 0.39 c0.10 0.32
v/s Ratio Perm 0.16 c0.22 0.10 0.10 c0.41
v/c Ratio 0.89 0.58 1.02 0.30 0.23 0.27 1.02 0.98 0.62
Uniform Delay,d1 40.0 37.6 26.8 20.5 14.2 21.3 31.0 28.6 17.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2' 33.6 2.7 46.8 0.2 0.1 4.2 29.8 51.9 1.6
Delay(s) 73.7 40.2 73.6 20.7 14.3 25.5 60.8 80.5 18.6
Level of Service E D E C B C - E F B
Approach Delay(s) 56.6 47.1 59.7 29.8
Approach LOS E D E C
Intersection Summary
HCM Average Control Delay 46A HCM Level of Service D
HCM Volume to Capacity ratio 0.98
Actuated Cycle Length(s) 99.9 Sum of lost time (s) 8.0
Intersection Capacity Utilization 106.4% ICU Level of Service F
c Critical Lane Group
2014 Background (w/Phase 1)- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SST SBR
Lane Configurations 4 4 +1* TT
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.91 0.91 1.00 1.00 1.00 1.00
Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1672 1674 1770 3535 1770 3538
Flt Permitted 0.90 0.91 0.16 1.00 0.16 1.00
Satd. Flow(perm) 1522 1545 297 3535 306 3538
Volume (vph) 40 6 89 22 9 64 30 1226 10 47 1250 }
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 092 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 43 7 97 24 10 70 33 1333 11 51 1359 14
Lane Group Flow (vph) 0 147 0 0 104 0 33 1344 0 51 1363 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 10.0 10.0 43.6 43.6 43.6 43.6
Effective Green,g (s) 12.0 12.0 46.6 46.6 46.6 46.6
Actuated g/C Ratio 0.18 0.18 0.70 0.70 0.70 0.70
Clearance Time(s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 274 278 208 2473 214 2476
v/s Ratio Prot 0.38 c0.39
v/s Ratio Perm 1:0.10 0.07 0.11 0.17
v/c Ratio 0.54 0.37 0.16 0.54 0.24 0.55
Uniform Delay, dl 24.8 24.0 3.4 4.8 3.6 4.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.0 0.8 1.6 0.9 2.6 0.9
Delay(s) 26.8 24.8 5.0 5.7 6.2 5.8
Level of Service C C, A A A A
Approach Delay(s) 26.8 24.8 5.7 5.8
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 7.4 HCM Level of Service A
HCM Volume to Capacity ratio 0.55
Actuated Cycle Length(s) 66.6 Sum of lost time(s) 8.0
Intersection Capacity Utilization 59.7% ICU Level of Service A
c Critical Lane Group
2014 Background (w/ Phase 1) - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave +� 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations I T 1 ti' Vi 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.99 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1814 1770 1770 1770 3498 1770 3402
Flt Permitted 0.11 1.00 0.33 1.00 0.09 1.00 0.09 1.00
Satd. Flow (perm) 201 1814 607 1770 161 3498 168 3402
Volume (vph) 294 308 65 111 299 148 170 926 78 166 855 300
Peak-hour factor, PH 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Adj. Flow(vph) 306 321 68 116 311 154 177 965 81 173 891 312
Lane Group Flow(vph) 306 389 0 116 465 0 177 1046 0 173 1203 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 53.5 38.5 42.0 31.5 57.8 44.9 57.6 44.8
Effective Green, g(s) 55.0 40.0 44.0 33.0 59.3 46.4 59.1 46.3
Actuated g/C Ratio 0.44 0.32 0.35 0.26 0.47 0.37 0.47 0.37
Clearance Time (s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 311 575 313 463 240 1286 241 1248
v/s Ratio Prot c0.14 0.21 0.03 0.26 c0.08 0.30 0.07 c0.35
v/s Ratio Perm c0.29 0.10 0.27 0.26
v/c Ratio 0.98 0.68 0.37 1.00 0.74 0.81 0.72 0.96
Uniform Delay, dl 38.0 37.5 29.4 46.6 29.6 36.0 26.4 39.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 46.3 3.2 0.7 42.9 11.2 4.1 9.8 17.4
Delay(s) 84.4 40.6 30.1 89.5 40.8 40.0 36.1 56.5
Level of Service F D C F D D D E
Approach Delay (s) 59.9 77.6 40.2 54.0
Approach LOS E E D D
Intersection Summary
HCM Average Control Delay 54.2 HCM Level of Service D
HCM Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 126.2 Sum of lost time (s) 12.0
Intersection Capacity Utilization 100.5% ICU Level of Service F
c Critical Lane Group
2014 Background (w/Phase 1) - PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Davis Lane 5/4/2004
-)v 'f- .
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4r *1� T 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 1 61 0 0 74 11 1 4 0 10 1 15
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 1 66 0 0 80 12 1 4 0 11 1 16
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 92 66 172 161 66 157 155 86
vC 1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 100 99 100 99 100 98
cM capacity(veh/h) 1502 1535 777 731 997 805 736 972
Direction, Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 67 92 1 4 28
Volume Left 1 0 1 0 11
Volume Right 0 12 0 0 16
cSH 1502 1535 777 731 890
Volume to Capacity 0.00 0.00 0.00 0.01 0.03
Queue Length (ft) 0 0 0 0 2
Control Delay (s) 0.1 0.0 9.6 10.0 9.2
Lane LOS A A A A
Approach Delay(s) 0.1 0.0 9.9 9.2
Approach LOS A A
Intersection Summary
Average Delay 1.7
Intersection Capacity Utilization 15.0% ICU Level of Service A
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBIL1-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N. 27th 5/4/2004
'# t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations «- 4+ T. 4.
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 74 0 3 77 0 0 0 11 8 0 1
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 0 80 0 3 84 0 0 0 12 9 0 1
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 84 80 172 171 80 183 171 84
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 100 100 99 99 100 100
cM capacity(veh/h) 1513 1517 789 721 980 768 721 976
Direction, Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 80 87 0 12 10
Volume Left 0 3 0 0 9
Volume Right 0 0 0 12 1
cSH 1513 1517 1700 980 786
Volume to Capacity 0.00 0.00 0.00 0.01 0.01
Queue Length (ft) 0 0 0 1 1
Control Delay(s) 0.0 0.3 0.0 8.7 9.6
Lane LOS A A A A
Approach Delay(s) 0.0 0.3 8.7 9.6
Approach LOS A A
Intersection Summary
Average Delay 1.2
Intersection Capacity Utilization 14.7% ICU Level of Service A
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: Oak Street & N. 27th 5/4/2004
-'t 4'- - -- A..'
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations TT. til 4� T
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 158 40 22 79 17 14 14 68 52 42 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(veh/h) 0 172 43 24 86 18 15 15 74 57 46 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
vC, conflicting volume 104 215 307 346 108 310 358 52
vC 1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 98 97 97 92 90 92 100
cM capacity(veh/h) 1485 1352 576 566 926 550 557 1004
Direction, Lane# EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 SB 2
Volume Total 0 114 101 24 57 47 104 57 46
Volume Left 0 0 0 24 0 0 15 57 0
Volume Right 0 0 43 0 0 18 74 0 0
cSH 1700 1700 1700 1352 1700 1700 783 550 557
Volume to Capacity 0.00 0.07 0.06 0.02 0.03 0.03 0.13 0.10 0.08
Queue Length (ft) 0 0 0 1 0 0 11 9 7
Control Delay (s) 0.0 0.0 0.0 7.7 0.0 0.0 10.3 12.3 12.0
Lane LOS A B B B
Approach Delay(s) 0.0 1.4 10.3 12.2
Approach LOS B B
Intersection Summary
Average Delay 4.6
Intersection Capacity Utilization 20.0% ICU Level of Service A
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 41. -to tT 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 0.94 1.00 0.99 1.00 0.99
Fit Protected 0.98 0.98 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1730 1723 1770 3503 1770 3515
Fit Permitted 0.84 0.83 0.13 1.00 0.35 1.00
Satd. Flow(perm) 1480 1446 234 3503 657 3515
Volume (vph) 49 37 60 44 29 58 72 609 44 53 1189 56
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 53 40 65 48 32 63 78 662 48 58 1292 61
Lane Group Flow(vph) 0 158 0 0 143 0 78 710 0 58 1353 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 8.3 8.3 31.7 29.0 31.7 29.0
Effective Green, g (s) 10.3 10.3 34.2 32.0 34.2 32.0
Actuated g/C Ratio 0.18 0.18 0.61 0.57 0.61 0.57
Clearance Time (s) 6.0 6.0 3.5 7.0 3.5 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 270 264 201 1984 441 1991
v/s Ratio Prot c0.02 0.20 0.01 c0.38
v/s Ratio Perm c0.11 0.10 0.22 0.07
We Ratio 0.59 0.54 0.39 0.36 0.13 0.68
Uniform Delay, d1 21.1 21.0 6.2 6.7 4.6 8.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 3.2 2.3 1.2 0.1 0.1 0.9
Delay(s) 24.4 23.2 7.5 6.8 4.7 9.6
Level of Service C C A A A A
Approach Delay(s) 24.4 23.2 6.8 9.4
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 10.3 HCM Level of Service B
HCM Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 56.5 Sum of lost time(s) 12.0
Intersection Capacity Utilization 67.7% ICU Level of Service B
c Critical Lane Group
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations IT. *1� TT+ T1*
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.90 0.88 1.00 1.00 1.00 1.00
Flt Protected 0.99 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1654 1636 1770 3537 1770 3538
Flt Permitted 0.94 1.00 0.17 1.00 0.37 1.00
Satd. Flow(perm) 1567 1636 313 3537 684 3538
Volume (vph) 17 4 67 0 1 8 68 672 3 4 1263 3
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 092 0.92 0.92 0.92
Adj. Flow(vph) 18 4 73 0 1 9 74 730 3 4 1373 3
Lane Group Flow(vph) 0 95 0 0 10 0 74 733 0 4 1376 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 8.1 8.1 53.6 53.6 53.6 53.6
Effective Green, g (s) 10.1 10.1 56.6 56.6 56.6 56.6
Actuated g/C Ratio 0.14 0.14 0.76 0.76 0.76 0.76
Clearance Time(s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 212 221 237 2680 518 2681
v/s Ratio Prot 0.01 0.21 c0.39
v/s Ratio Perm c0.06 0.24 0.01
v/c Ratio 0.45 0.05 0.31 0.27 0.01 0.51
Uniform Delay;d1 29.7 28.1 2.9 2.8 2.2 3.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
'Incremental Delay,d2 1.5 0.1 3.4 0.3 0.0 0.7
Delay(s) 31.2 28.2 6.3 3.0 2.2 4.3
Level of Service C C A A A A
Approach Delay(s) 31.2 28.2 3.3 4.3
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 5.2 HCM Level of Service A
HCM Volume to Capacity ratio 0.50
Actuated Cycle Length(s) 1 74.7 Sum of lost time (s) 8.0
Intersection Capacity Utilization 79.9% ICU Level of Service C
c Critical Lane Group
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: Oak Street & N 19th Ave 5/4/2004
1w
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1 k T r Tt ti�
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.95 1.00 1.00 0.85 1.00 0.95 1.00 0.99
Fit Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1770 1778 1770 1863 1583 1770 3351 1770 3504
Fit Permitted 0.70 1.00 0.19 1.00 1.00 0.24 1.00 0.20 1.00
Satd. Flow(perm) 1311 1778 345 1863 1583 454 3351 365 3504
Volume (vph) 113 227 99 224 75 58 39 518 284 117 907 64
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 123 247 108 243 82 63 42 563 309 127 986 70
Lane Group Flow (vph) 123 355 0 243 82 63 42 872 0 127 1056 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 15.6 15.6 26.6 26.6 31.4 32.0 32.0 40.8 40.8
Effective Green, g (s) 17.6 17.6 28.6 28.6 33.4 35.0 35.0 43.8 43.8
Actuated g/C Ratio 0.22 0.22 0.36 0.36 0.42 0.44 0.44 0.54 0.54
Clearance Time(s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 287 389 247 663 736 198 1459 283 1909
v/s Ratio Prot 0.20 c0.09 0.04 0.01 c0.26 0.03 c0.30
v/s Ratio Perm 0.09 c0.26 0.03 0.09 0.22
v/c Ratio 0.43 0.91 0.98 0.12 0.09 0.21 0.60 0.45 0.55
Uniform Delay,d1 27.1 30.6 23.1 17.5 14.2 14.1 17.3 10.9 11.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.0 25.2 52A 0.1 0.1 2.4 1.8 1.1 1.2
Delay(s) 28.1 55.9 75.5 17.5 14.3 16.6 19.1 12.0 13.1
Level of Service C E E B B B B B B
Approach Delay(s) 48.7 53.3 19.0 13.0
Approach LOS. D D B B
Intersection Summary
HCM Average Control Delay 25.9 HCM Level of Service C
HCM Volume to Capacity ratio 0.75
Actuated Cycle Length(s)'- 80.4 Sum of lost time (s) 12.0
Intersection Capacity Utilization 100.8% ICU Level of Service F
c Critical Lane Group
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T. T ti. Vi tT.
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.98 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1799 1770 1773 1770 3484 1770 3443
Flt Permitted 0.30 1.00 0.11 1.00 0.10 1.00 0.16 1.00
Satd. Flow (perm) 564 1799 197 1773 184 3484 307 3443
Volume (vph) 224 411 122 104 195 93 131 605 71 294 931 205
Peak-hour factor, PH 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 243 447 133 113 212 101 142 658 77 320 1012 223
Lane Group Flow(vph) 243 580 0 113 313 0 142 735 0 320 1235 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 56.8 41.6 47.1 36.4 50.8 39.0 63.4 47.6
Effective Green, g (s) 58.3 43.1 49.1 37.9 52.3 40.5 64.9 49.1
Actuated g/C Ratio 0.44 0.33 0.37 0.29 0.40 0.31 0.49 0.37
Clearance Time(s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 401 591 208 512 216 1075 379 1289
v/s Ratio Prot c0.08 c0.32 0.05 0.18 0.06 0.21 c0.13 c0.36
v/s Ratio Perm 0.19 0.16 0.20 0.29
v/c Ratio 0.61 0.98 0.54 0.61 0.66 0.68 0.84 0.96
Uniform Delay,,d1 25.4 43.7 31.9 40.3 30.8 39.7 25.9 40.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.6 32.1 2.9 2.2 7.0 1.8 15.7 15.9
Delay (s) 28.0 75.8 34.7 42.5 37.8 41.6 41.6 56.0
Level of Service C E C D D D D E
Approach Delay (s) 61.7 40.4 40.9 53.0
Approach LOS E D D D
Intersection Summary
HCM Average Control Delay 50.6 HCM Level of Service D
HCM Volume to Capacity ratio 0.91
Actuated Cycle Length(s), 131.2 Sum of lost time (s) 12.0
Intersection Capacity Utilization 94.1% ICU Level of Service E
c Critical Lane Group
2014 Buildout-AM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
1: Baxter Lane & Davis Lane 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 41� +1� 4 4
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 25 117 2 0 99 38 0 2 0 19 4 12
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 27 127 2 0 108 41 0 2 0 21 4 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 149 129 326 332 128 312 312 128
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 100 100 100 100 97 99 99
cM capacity (veh/h) 1433 1456 606 577 922 629 592 922
Direction, Lane 4 EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 157 149 0 2 38
Volume Left 27 0 0 0 21
Volume Right 2 41 0 0 13
cSH 1433 1456 1700 577 701
Volume to Capacity 0.02 0.00 0.00 0.00 0.05
Queue Length (ft) 1 0 0 0 4
Control Delay(s) 1.4 0.0 0.0 11.3 10.4
Lane LOS A A B B
Approach Delay(s) 1.4 0.0 11.3 10.4
Approach LOS B B
Intersection Summary
Average Delay 1.9
Intersection Capacity Utilization 22.5% ICU Level of Service A
2014 Buildout- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
2: Baxter Lane & N 27th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4 4 T 4P.
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 1 124 0 12 134 12 0 0 7 3 0 3
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 1 135 0 13 146 13 0 0 8 3 0 3
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 159 135 318 322 135 323 315 152
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 99 100 100 99 99 100 100
cM capacity(veh/h) 1421 1450 627 590 914 620 595 894
Direction, Lane# EB 1 WB 1 NB 1 NB 2 SB 1
Volume Total 136 172 0 8 7
Volume Left 1 13 0 0 3
Volume Right 0 13 0 8 3
cSH 1421 1450 1700 914 732
Volume to Capacity 0.00 0.01 0.00 0.01 0.01
Queue Length (ft) 0 1 0 1 1
Control Delay(s) 0.1 0.6 0.0 9.0 10.0
Lane LOS A A A A A
Approach Delay(s) 0.1 0.6 9.0 10.0
Approach LOS A A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 20.8% ICU Level of Service A
2014 Buildout- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Unsignalized Intersection Capacity Analysis
4: Oak Street & N. 27th 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations T1l 0 4 T
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume(veh/h) 0 121 29 89 202 55 47 46 46 33 27 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (veh/h) 0 132 32 97 220 60 51 50 50 36 29 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 279 163 465 620 82 584 606 140
vC1, stage 1 conf vol
vC2, stage 2 conf vol
tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9
tC, 2 stage(s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 93 88 87 95 89 92 100
cM capacity (veh/h) 1280 1413 429 375 962 319 382 883
Direction, Lane# EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 SB 2
Volume Total 0 88 75 97 146 133 151 36 29
Volume Left 0 0 0 97 0 0 51 36 0
Volume Right 0 0 32 0 0 60 50 0 0
cSH 1700 1700 1700 1413 1700 1700 496 319 382
Volume to Capacity 0.00 0.05 0.04 0.07 0.09 0.08 0.30 0.11 0.08
Queue Length (ft) 0 0 0 6 0 0 32 9 6
Control Delay (s) 0.0 0.0 0.0 7.7 0.0 0.0 15.4 17.7 15.2
Lane LOS A C C C
Approach Delay(s) 0.0 2.0 15.4 16.6
Approach LOS C C
Intersection Summary
Average Delay 5.5
Intersection Capacity Utilization 36.5% ICU Level of Service A
2014 Buildout- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
5: Baxter Lane & N 19th Ave 5/4/2004
Movement EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4- IT. ti. Vi tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.94 0.95 1.00 0.99 1.00 0.99
Fit Protected 0.98 0.98 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1718 1743 1770 3510 1770 3520
Fit Permitted 0.69 0.74 0.10 1.00 0.11 1.00
Satd. Flow(perm) 1209 1320 194 3510 198 3520
Volume (vph) 92 48 115 91 88 102 90 1462 84 32 1393 53
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 092 0.92 0.92
Adj. Flow(vph) 100 52 125 99 96 111 98 1589 91 35 1514 58
Lane Group Flow(vph) 0 277 0 0 306 0 98 1680 0 35 1572 0
Turn Type Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 16.1 16.1 38.8 35.5 37.2 34.7
Effective Green,g (s) 18.1 18.1 41.3 38.5 39.7 37.7
Actuated g/C Ratio 0.26 0.26 0.58 0.55 0.56 0.53
Clearance Time (s) 6.0 6.0 3.5 7.0 3.5 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 310 338 176 1914 156 1880
v/s Ratio Prot c0.02 c0.48 0.01 0.45
v/s Ratio Perm 0.23 c0.23 0.30 0.12
v/c Ratio 0.89 0.91 0.56 0.88 0.22 0.84
Uniform Delay,d1 25.3 25.4 11.7 ; 14.0 12.0 13.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 26.0' 26.4 3.8 _ 4.9 0.7 3.4
Delay(s) 51.3 51.8 15.5 18.9 12.8 17.3
Level of Service D D B B B B
Approach Delay(s) 51.3 51.8 18.7 17.2
Approach LOS D_ D B B
Intersection Summary
HCM Average Control Delay 22.9 HCM Level of Service C
HCM Volume to Capacity ratio 0.83
Actuated Cycle Length(s) 70.6 Sum of lost time (s) 8.0
Intersection Capacity Utilization 96.7% ICU Level of Service E
c .Critical Lane Group
2014 Buildout-PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
40: Tschache Ln & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 4;� 4;# TT 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95
Frt 0.91 0.91 1.00 1.00 1.00 1.00
Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1671 1678 1770 3535 1770 3536
Flt Permitted 0.90 0.91 0.16 1.00 0.16 1.00
Satd. Flow (perm) 1524 1540 289 3535 300 3536
Volume (vph) 43 7 102 22 11 64 52 1227 10 47 1252 8
Peak-hour factor, PH 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 47 8 111 24 12 70 57 1334 11 51 1361 9
Lane Group Flow (vph) 0 166 0 0 106 0 57 1345 0 51 1370 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 9.9 9.9 40.0 40.0 40.0 40.0
Effective Green, g (s) 11.9 11.9 43.0 43.0 43.0 43.0
Actuated g/C Ratio 0.19 0.19 0.68 0.68 0.68 0.68
Clearance Time (s) 6.0 6.0 7.0 7.0 7.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 288 291 198 2417 205 2417
v/s Ratio Prot 0.38 c0.39
v/s Ratio Perm c0.11 0.07 0.20 0.17
v/c Ratio 0.58 0.36 0.29 0.56 0.25 0.57
Uniform Delay, d1 23.2 22.2 3.9 5.1 3.8 5.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.8 0.8 3.6 0.9 2.9 1.0
Delay(s) 26.0 23.0 7.6 6.0 6.7 6.1
Level of Service C C A A A A
Approach Delay (s) 26.0 23.0 6.1 6.1
Approach LOS C C A A
Intersection Summary
HCM Average Control Delay 7.7 HCM Level of Service A
HCM Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 62.9 Sum of lost time (s) 8.0
Intersection Capacity Utilization 61.0% ICU Level of Service B
c Critical Lane Group
2014 Buildout- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
9: Oak Street & N 19th Ave 5/4/2004
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Tl� + r Tl. tT
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.96 1.00 1.00 0.85 1.00 0.97 1.00 0.98
Fit Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1794 1770 1863 1583 1770 3437 1770 3474
Fit Permitted 0.59 1.00 0.24 1.00 1.00 0.20 1.00 0.10 1.00
Satd. Flow (perm) 1107 1794 438 1863 1583 376 3437 177 3474
Volume (vph) 169 176 57 435 247 188 93 1005 238 231 916 128
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 184 191 62 473 268 204 101 1092 259 251 996 139
Lane Group Flow(vph) 184 253 0 473 268 204 101 1351 0 251 1135 0
Turn Type Perm pm+pt pm+ov Perm pm+pt
Protected Phases 4 3 8 1 2 1 6
Permitted Phases 4 8 8 2 6
Actuated Green, G (s) 16.0 16.0 39.0 39.0 48.0 35.0 35.0 48.0 48.0
Effective Green, g (s) 18.0 18.0 41.0 41.0 50.0 38.0 38.0 51.0 51.0
Actuated g/C Ratio 0.18 0.18 0.41 0.41 0.50 0.38 0.38 0.51 0.51
Clearance Time (s) 6.0 6.0 4.0 6.0 4.0 7.0 7.0 4.0 7.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 199 323 433 764 855 143 1306 234 1772
v/s Ratio Prot 0.14 c0.21 0.14 0.02 0.39 c0.10 0.33
v/s Ratio Perm 0.17 c0.24 0.11 0.27 c0.45
v/c Ratio 0.92 0.78 1.09 0.35 0.24 0.71 1.03 1.07 0.64
Uniform Delay, dl 40.3 39.1 24.6 20.3 14.2 26.3 31.0 28.2 17.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 42.8 11.7 70.5 0.3 0.1 25.4 34.2 79.4 1.8
Delay (s) 83.1 50.9 95.1 20.6 14.3 51.7 65.2 107.7 19.6
Level of Service F D F C B D E F B
Approach Delay (s) 64.4 56.6 64.3 35.6
Approach LOS E E E D
Intersection Summary
HCM Average Control Delay 53.1 HCM Level of Service D
HCM Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 110.3% ICU Level of Service G
c Critical Lane Group
2014 Buildout- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
HCM Signalized Intersection Capacity Analysis
46: Durston & N 19th Ave 5/4/2004
-, 4- 4 '4\ f �►
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations I t. T T4 Vi Tk
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frt 1.00 0.97 1.00 0.95 1.00 0.99 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow(prot) 1770 1810 1770 1762 1770 3500 1770 3404
Flt Permitted 0.10 1.00 0.31 1.00 0.09 1.00 0.09 1.00
Satd. Flow(perm) 196 1810 583 1762 162 3500 162 3404
Volume(vph) 296 312 72 111 306 174 181 970 78 182 882 301
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Adj. Flow(vph) 308 325 75 116 319 181 189 1010 81 190 919 314
Lane Group Flow (vph) 308 400 0 116 500 0 189 1091 0 190 1233 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 54.6 39.5 43.2 32.6 58.0 44.5 58.0 44.5
Effective Green, g (s) 56.1 41.0 45.2 34.1 59.5 46.0 59.5 46.0
Actuated g/C Ratio 0.44 0.32 0.35 0.27 0.47 0.36 0.47 0.36
Clearance Time(s) 4.0 5.5 4.5 5.5 4.0 5.5 4.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 308 582 310 471 246 1262 246 1227
v/s Ratio Prot c0.14 0.22 0.03 0.28 0.08 0.31 c0.08 c0.36
v/s Ratio Perm c0.30 0.10 0.28 0.28
v/c Ratio 1.00 0.69 0.37 1.06 0.77 0.86 0.77 1.00
Uniform Delay,d1 39.3 37.7 29.3 46.7 32.0 37.9 30.9 40.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 51.3 3.4 0.8 58.8 13.4 6.4 13.9 26.9
Delay (s) 90.6 41.1 30.1 105.5 45.4 44.3 44.9 67.7
Level of Service F D C F D D D E
Approach Delay(s) 62.6 91.3 44.5 64.6
Approach LOS E F D E
Intersection Summary
HCM Average Control Delay 62.0 HCM Level of Service E
HCM Volume to Capacity ratio 0.96
Actuated Cycle Length(a) - 127.6 Sum of lost time (s) 12.0
Intersection Capacity Utilization 104.1% ICU Level of Service F
c ' Critical Lane Group
2014 Buildout- PM Peak Synchro 5 Report
HKM Engineering, Inc
HKMENGBILl-ST51
APPENDIX
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