HomeMy WebLinkAbout07 - Design Report - Highland & Main WH,► ENGINEERING , INC .
A Consulting Engineers and Land Surveyors
O", tU, F p G LPN
DESIGN REPORT
FOR
HIGHLAND BOULEVARD &
EAST MAIN STREET
INTERSECTION IMPROVEMENTS
PREPARED FOR
BOZEMAN DEACONESS HEALTH SERVICES
C/0 PC ENGINEERING, LLC
3991 VALLEY COMMONS DRIVE,SUITE 200
BOZEMAN, MT 59718
JANUARY 2007
BOZ_06052
1300 North Transtech Way
Billings, Montana 59102
Phone 406.656.5255
Fax 406.656.0967
info@enginc.com
www.enginc.com
Ull
L
L,
Highland&Main Design Report
TABLE OF CONTENTS
Page
INTRODUCTION 4
TRAFFIC VOLUMES 7
Existing Design Hour Volumes 7
Existing+ Site Design Hour Volumes 7
CAPACITY ANALYSIS 10
Existing Intersection Capacity 10
Existing+ Site Intersection Capacity 12
QUEUE STORAGE 12
RECOMMENDED IMPROVEMENTS 13
Lane Configurations 13
Design Vehicle 13
Pavement Markings and Signage 17
Signal Modifications 17
Appendix A—Traffic Volume Data
Appendix B—Capacity Calcs—Existing Volumes &Existing Lane Configurations
Appendix C—Capacity Calcs—Existing Volumes &Northbound Left-Turn Lane
Appendix D—Capacity Calcs—Existing Volumes &Northbound Dual Left
Appendix E—Capacity Calcs—Existing+ Site Volumes &Existing Lane Configurations
Appendix F—Capacity Calcs—Existing+ Site Volumes &Northbound Left-Turn Lane
Appendix G—Capacity Calcs—Existing+ Site Volumes &Northbound Dual Left
LIST OF FIGURES
Figure 1. Project Location 5
Figure 2. Existing Lane Configurations 6
Figure 3. Existing Traffic Volumes 8
Figure 4. Existing+ Site Traffic Volumes 9
Figure 5. W13-40 Turning Template (Existing) 14
Figure 6. WB-50 Turning Templates 15
Figure 7. WB-67 Turning Templates 16
LIST OF TABLES
Table 1. Summary of Capacity Calculation Results 11
ENGINEERING, INC. 2
. i
DESIGN REPORT
HIGHLAND BOULEVARD &
EAST MAIN STREET
INTERSECTION IMPROVEMENTS
r�l
��
1N
r
II
����
:L. �
Highland&Main Design Report
INTRODUCTION
This design report is provided as a supplement to the preliminary plans for intersection
improvements at Highland Boulevard and East Main Street in Bozeman, MT. The
intersection is being redesigned to provide interim improvements, as recommended in
The Knolls at Hillcrest Traffic Accessibility Study (TAS) performed by Robert Peccia &
Associates in May 2006. Recommended improvements from the TAS included
construction of a dedicated left-turn lane on the northbound approach to the intersection
of Highland Boulevard and East Main Street.
Since completion of the TAS, it has been suggested that a northbound left-turn lane and
shared left, through and right-turn lane be evaluated as an alternative due to high left-turn
volumes in the PM peak hour. This report will include an analysis of both options, as
well as the signal modifications that would be required for each. The improvements
recommended in this report shall be considered interim improvements only. The
intersection of Highland Boulevard and East Main Street will require additional
improvements as other nearby properties are developed.
As shown in Figure 1, the intersection of Highland Boulevard and East Main Street is
located just west of the East Bozeman I-90 Interchange. The intersection is currently
controlled by a semi-actuated signal with lead left-turn phasing for the westbound
approach. The intersection is a T-type intersection with a driveway on the north side
essentially acting as a fourth leg, but with very low traffic volumes. Existing lane
configurations at the intersection are shown in Figure 2. Existing accessibility ramps at
the intersection will be brought into conformance with current ADA standards as part of
an MDT project that should be coordinated with construction of this project.
Highland Boulevard is classified as an MDT Urban Route (U-1215), more specifically as
an urban minor arterial. It is a north-south two-lane roadway that provides access from
East Main Street to Kagy Boulevard. At its intersection with East Main Street, Highland
Boulevard is currently 28 feet wide, measured from back of curb to back of curb.
ENGINEERING, INC. 4
i
�.
,;
Highland&Main Design Report
PROJECT
INTERSECTION
KFRIDA -
CIA_
REACq
w z m E MENDE HA T m
to
1
E. M UN ST. m
0
E BABC)CK ST a a F E BABCOCK ST f, 4�y�N
g N 3T
E _
E. 0 IVE T a Ix E, OLIVE ST P
r m Q
G c> o
N m E. CU TISS ST a cR�Fk
U RO
u FgONTgcf R0.
0
in om ti9
C
SUNS£ HILLS D CFRlr
CEM TERY ��
ELLIS STREET
FIGURE 1: PROJECT LOCATION
ENGINEERING, INC. 5
:,,
j, ,t
I':1r
1�'
°y,
y,
.�i
Highland&Main Design Report
T �
16. ` ^�
, o
FIGURE 2: EXISTING LANE CONFIGURATIONS
ENGINEERING, INC. 6
Highland&Main Design Report
East Main Street is classified as an MDT Primary Route (P-50) and a principal arterial in
Bozeman's functional classification network. It provides direct access from I-90 to
downtown Bozeman via the East Bozeman Interchange. At its intersection with
Highland Boulevard, East Main Street is four lanes wide with dedicated left-turn lanes
and parking on both sides of the street.
TRAFFIC VOLUMES
EXISTING DESIGN HOUR VOLUMES
Existing intersection volumes used for this analysis were obtained from The Knolls at
Hillcrest Traffic Accessibility Study (TAS). The intersection counts were conducted in
February of 2006 and analysis of the counts showed that the AM peak hour occurred
between 7:45 and 8:45 AM and the PM peak hour occurred between 4:30 and 5:30 PM.
According to the TAS, raw count data was adjusted for seasonal variation in accordance
with data collected from MDT's annual count station located on US Highway 191 near
Four Corners (Station A-106). Figure 3 summarizes the existing AM and PM peak hour
turning volumes obtained from TAS. Volume summaries obtained from the TAS are
included in Appendix A.
EXISTING + SITE DESIGN HOUR VOLUMES
Because the proposed improvements at the intersection of Highland Boulevard and East
Main are partially being triggered by the development of The Knolls at Hillcrest,
intersection improvements were also evaluated with the addition of traffic generated by
this development. Peak hour turning volumes generated by this development were also
obtained from The Knolls at Hillcrest TAS. Figure 4 summarizes the combination of
existing and site-generated peak hour turning volumes.
ENGINEERING, INC. 7
�.,� '
��
'�1
Highland&Main Design Report
�v
�O
Q-
�v
(1) (1) (4)
1 l 1I 1
4(1)
(579)295 454(428)
(241)240�� ��262 (107)
1 T r
189
(312) (1) (239)
AM PEAK
(PM PEAK)
FIGURE 3: EXISTING TRAFFIC VOLUMES
ENGINEERING, INC. 8
:. �
� , ,
� �
J
Highland&Main Design Report
my
�v
(1) (1) (4)
1 1 1
4(1)
(579)295 454(428)
(276) 244 262(107)
1 t r
218 2 80
(325) (1)(239)
AM PEAK
(PM PEAK)
FIGURE 4: EXISTING + SITE TRAFFIC VOLUMES
ENGINEERING, INC. 9
i�
t '�
����
► �
I'
.I
Highland&Main Design Report
CAPACITY ANALYSIS
Capacity calculations for the intersection of Highland Boulevard and East Main Street
were performed using SIG/Cinema, which is based on the procedures contained in
Chapter 17 of the 2000 Highway Capacity Manual (HCM2000). The HCM2000 defines
level-of-service (LOS) as "a quality measure describing operational conditions within a
traffic stream, generally in terms of such service measures as speed and travel time,
freedom to maneuver, traffic interruptions and comfort and convenience." LOS is
described using letter designations from A to F, with A being the most favorable
operating conditions and F being the worst.
EXISTING INTERSECTION CAPACITY
Consistent with the results from The Knolls at Hillcrest TAS, the results of the capacity
calculations performed for existing traffic volumes with existing lane configurations
show that the northbound approach currently operates at LOS F during the PM peak hour.
Under existing conditions, the intersection operates at overall LOS C during the AM peak
hour and D during the PM peak hour. Results of the capacity calculations for existing
conditions are summarized in Table 1 and detailed results are included in Appendix B.
As previously discussed, proposed improvements for the northbound approach include
either a northbound left-turn lane with a shared through and right-turn lane or a
northbound left-turn lane with a shared left, through and right-turn lane, which would
create dual left-turn lane operation on the northbound approach. Each of these proposed
improvements were analyzed using existing peak hour volumes, as summarized in Table
1. Results show that both of the proposed alternatives would bring the intersection back
to acceptable levels, with the single left-turn lane resulting in slightly lower delays and
better overall LOS. Detailed summaries of these calculations are included in Appendices
C and D.
ENGINEERING, INC. 10
P
1
Highland&Main Design Report
Table 1. Summary of Capacity Calculation Results
AM Peak Hour
Existing+
Existing Volumes
The Knolls of Hillcrest
Lane
Configurations Approach Delay LOS v/c Delay LOS v/c
EB 21.5 C 0.512 21.6 C 0.517
WB 8.9 A 0.532 8.9 A 0.533
Existing NB 34.7 C 0.796 45.9 D 0.888
SB 19.4 B 0.020 19.4 B 0.020
Intersection 17.; 13 20.1 C
EB 2 0.3 C 0.499 20.3 C 0.502
Northbound WB 7.9 A 0.513 8.0 A 0.514
Left NB 24.5 C 0.618 27.6 C 0.714
SB 19.9 B 0.021 19.9 B 0.021
Intersection 14.9 13 15.7 B'
EB 24.6 C 0.548 24.7 C 0.552
WB 11.3 B 0.579 11.3 B 0.581
Northbound NB 29.5 C 0.518 30.8 C 0.598
Dual Left
SB 33.5 C 0.066 33.5 C 0.066
Intersection 18.9 B 19.4 B
PM Peak Hour
Existing+ The Knolls at
Existln�� Volumes
Lane Hillerest
Configurations Approach Delay LOS v/c Delay LOS v/c
EB 25.9 C 0.732 26.8 C 0.758
WB 11.2 B 0.342 11.3 B 0.350
Existing NB 104.6 F 1.132 115.6 F 1.161
SB 15.3 B 0.027 15.3 B 0.027
Intersection 44.2 D 48.0 1)
EB 21.1 C 0.671 21.3 C 0.671
Northbound WB 8.5 A 0.301 8.7 A 0.309
Left NB 25.8 C 0.785 28.1 C 0.814
SB 16.7 B 0.031 17.3 B 0.031
Intersection 18.6 B 19.E 13
EB 28.6 C 0.762 29.6 C 0.789
Northbound WB 14.2 B 0.423 14.3 B 0.435
Dual Left NB 29.7 C 0.774 30.1 C 0.781
SB 32.6 C 0.099 32.6 C 0.099
Intersection 24.6 C 2 5.2 C
ENGINEERING, INC. >>
.,,i
���'
�a�
. 1
r
s-.-
Highland&Main Design Report
EXISTING+ SITE INTERSECTION CAPACITY
Capacity calculations were also performed for existing and proposed lane configurations
with the addition of traffic generated by The Knolls at Hillcrest. As shown by the results
in Table 1, both of the proposed alternatives would provide LOS C or better, even with
the addition of traffic generated by The Knolls at Hillcrest. However, as with existing
volumes, the single northbound left-turn lane would result in slightly lower delays and
better LOS for each approach and the intersection overall. Because of this, and because
this project is intended to be an interim improvement only, the northbound approach
should be redesigned to include a single northbound left-turn lane and a shared through
and right-turn lane. Detailed summaries of the capacity calculations performed for the
existing+ site volume scenario are included in Appendices E, F and G.
QUEUE STORAGE
Average and maximum predicted queue lengths were determined for each scenario using
the results from the NETSIM simulation reports produced by SIG/Cinema. NETSIM
summary sheets for each scenario are included with the corresponding capacity
calculation summaries in Appendices B through G.
As shown by these results, the maximum predicted queue length for the single
northbound left-turn lane would be 6 vehicles. Therefore, the northbound left-turn lane
should provide for 200 feet of storage (5 cars at 25-foot spacing and 1 truck at 75-foot
spacing). In addition to queue storage, the northbound left-turn lane should be designed
to MDT standards for deceleration distance and taper rates, as discussed in the following
section. The proposed alternative design of a northbound left-turn lane and shared left,
through and right-turn lane would result in a maximum predicted queue length of 5
vehicles and would require 175 feet of storage.
ENGINEERING, INC. 12
Highland&Main Design Report
RECOMMENDED IMPROVEMENTS
LANE CONFIGURATIONS
As shown by the results of the capacity analysis, the addition of a single northbound left-
turn lane would provide better overall LOS than the proposed northbound left-turn lane
and shared left, through and right-turn lane. Because of this, and because it would
require fewer modifications to the existing signal, a single northbound left-turn lane and
shared through and right-turn lane is the preferred alternative as an interim improvement.
All lanes on the northbound approach should be constructed to provide 12 foot wide lanes
in order to accommodate the design vehicle, as discussed in the following section.
DESIGN VEHICLE
Turning movements at the intersection were evaluated using AutoTURN, a supplemental
turning template program used in conjunction with AutoCAD. As shown in Figure 5, the
intersection as currently designed accommodates a WB-40 design vehicle. The standard
design vehicle typically used for an MDT signalized intersection is a WB-67. However,
the largest vehicle currently accessing the hospital and other nearby developments on
Highland Boulevard is a WB-50. Because these improvements are intended to be interim
improvements only and because it would provide an improvement over existing
conditions, a design exception for a WB-50 design vehicle is being sought.
Figure 6 shows the turning templates for the WB-50 with the new lane configurations and
curb and gutter on the southwest corner. Figure 7 shows the turning templates for the
WB-67. In order to design for the WB-67, right-of-way would need to be acquired on the
southwest and southeast corners of the intersection. Because right-of-way will need to be
acquired within the next several years for future improvements at the intersection, it is
not desirable to make right-of-way acquisitions at this time for interim improvements
only.
ENGINEERING, INC. 13
K.�if
Il.
I.�I
I��
I }
I.
v'�
r
t
Highland&Main Design Report
tea.
FIGURE 5: WB-40 TURNING TEMPLATE (EXISTING)
ENGINEERING, INC. 14
Highland&Main Design Report
lu
�I
FIGURE 6: WB-50 TURNING TEMPLATES
ENGINEERING, INC. 15
��
1
1 C 1
�+
1
Highland&Main Design Report
V
i
I
I
FIGURE 7: WB-67 TURNING TEMPLATES
ENGINEERING, INC. 16
Highland&Main Design Report
PAVEMENT MARKINGS AND SIGNAGE
All pavement markings and signage should conform to the Manual on Uniform Traffic
Control Devices (MUTCD) and City of Bozeman and MDT standards. The new
northbound left-turn lane should be constructed to provide storage, deceleration, and
taper rates consistent with MDT's Road Design Manual. The northbound left-turn lane
should provide for 200 feet of storage and a deceleration distance of 246 feet (including
the bay taper). The existing crosswalk striping on the northbound approach should be
modified as shown on the plans due to the widening of Highland Boulevard. All new
words, symbols, crosswalks and stop bars should be thermoplastic. All other new
pavement markings should be epoxy paint. Signing should be specified as high intensity
consistent with current MDT standards. The existing street name sign and a new lane
designation sign for the northbound left-turn lane should be mounted on the new mast
arm.
SIGNAL MODIFICATIONS
The intersection of Highland Boulevard and East Main Street is currently controlled by a
semi-actuated traffic signal with an 8-phase controller and a westbound lead phase.
Existing loop detectors are located on the northbound and southbound approaches and in
the westbound left-turn lane. Current phasing would be adequate for the preferred design
alternative of a northbound left-turn lane and shared through and right-turn lane. In
conjunction with these improvements, the signal should be retimed to provide minimum
green times consistent with those used for the capacity calculations included in Appendix
F.
The existing loop detectors on the northbound approach should be abandoned and
replaced with a video detector that would serve both the northbound left-turn lane and
shared through and right-turn lane. The cost of video detection is comparable to the cost
of adding new loop detectors and modifying existing loop detectors on the northbound
approach. The video detector would also be more likely to be reused when the
intersection is reconstructed in the future.
ENGINEERING, INC. 17
i
„ J
s
Highland&Main Design Report
Due to widening of the northbound approach, the existing luminaire on the southwest
corner of the intersection will need to be moved. The existing signal heads, pedestrian
signal, and pedestrian push button mounted on this luminaire pole should be remounted
on the pole in its new location. One additional pedestrian push button should be added to
the luminaire pole since pedestrians will be able to approach the pole from both
directions in its new location.
The existing signal standard with 15-foot mast arm on the north side of the intersection
will need to be replaced with a new signal standard with a 25-foot mast arm. The
existing signal head on the mast arm may be reused along with a new one to provide a
signal head over the center of each lane. The existing signal head and pedestrian signal
head mounted on the signal standard may also be reused. One additional pedestrian push
button should be added to the new signal standard since pedestrians will be able to
approach the pole from both directions in its new location.
ENGINEERING, INC. 18
APPENDIX A
TRAFFIC VOLUME DATA
t
1
1
1
1
1
1
1
1
1
1
1
1
Robert Peccia & Associates
825 Custer Avenue
Bozeman Deaconess Health Services Helena, MT 59.601 File Name : bozeman 1
':ars & Trucks 406-447-5000 Site Code : 00000000
Start Date : 2/14/2006
Page No : 1
Groups Printed-Unshifted-Bank 1 _
HIGHLAND MAIN HIGHLAND MAIN
Southbound Westbound Northbound Eastbound
Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left F, Right Thru Left Peds Int.
Total
Factor 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.691 1.091 1.091 1.091 1 1.091 1.091 1.091 1.091 1.091
07:00 AM 0 0 0 0 0 61 37 0 13 0 23 1 29 38 0 0 202
07:15 AM 0 0 0 0 0 73 27 0 16 0 25 0 22 41 0 0 204
07:30 AM 0 0 0 0 1 91 68 0 20 0 24 1 33 56 0 0 294
07:45 AM 0 0 0 1 0 129 83 01 23 0 50 01 57 71 0 01 414
Total 0 0 0 1 1 354 215 01 72 0 122 21 141 206 0 01 1114
08:00 AM 0 0 0 0 0 148 72 0 22 1 58 1 74 88 0 0 464 '
08:15 AM 0 0 0 0 2 93 60 0 20 0 36 2 56 56 0 0 325 ,
08:30 AM 0 0 0 4 2 84 47 0 15 1 45 1 53 80 1 0 333
08:45 AM 0 0 0 4 0 70 24 0 23 0 43 0 55 73 1 0 293
Total 0 0 0 8 4 395 203 0 80 2 182 4 238 297 2 0 1415
BREAK""
04:00 PM 1 0 0 0 0 90 26 0 38 0 75 0 56 118 1 0 405
04:15 PM 0 0 0 0 0 99 16 0 40 0 62 0 63 119 1 0 400
04:30 PM 0 0 1 0 0 101 22 0 52 0 77 0 60 122 0 0 435 -
04:45 PM 0 0 1 0 0 107 21 0 60 0 80 2 56 141 1 0 469 -
To 1 0 2 0 0 397 85 0 190 0 294 2 235 500 3 0 1709
05:00 PM 1 0 2 0 0 119 35 0 65 0 84 1 57 167 0 0 531
05:15 PM 0 0 0 0 1 101 29 0 62 0 71 2 68 149 0 0 483
05:30 PM 0 0 0 0 0 99 19 0 56 0 76 1 51 121 0 0 423
05:45 PM 0 0 0 _0 0 81 22 0 45 0 68 0 39 119 1 0 375
Total 1 0 2 01 1 400 105 0 228 0 299 4 215 556 1 0 1812
Grand Total 2 0 4 9 6 1546 608 0 I 570 2 897 12 I 829 1559 6 0 6050
Apprch% 13.3 0.0 26.7 60.0 0.3 71.6 28.1 0.0 38.5 0.1 60.6 0.8 34.6 65.1 0.3 0.0
Total% 0.0 0.0 0.1 0.1 0.1 25.6 10.0 0.0 9.4 0.0 14.8 0.2 13.7 25.8 0.1 0.0
HIGHLAND MAIN HIGHLAND MAIN
Southbound Westbound Northbound Eastbound
Rig, Left Thr Ped App. Rig ThrLeft Left Ped App. Rig Thr Ped App. Rig Thr Ped App. Int.
Start Time ht u s Total ht u s Total ht u s Total ht u Left s Total Total
Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1
Intersectio 07:45 AM
n
Volume 0 0 0 5 5 4 454 262 0 720 80 2 189 4 275 240 295 1 0 536� 1536
Percent 0.0 0.0 0.0 100. 0.6 63.1 36.4 0.0 29.1 0.7 68.7 1.5 44.8 55.0 0.2 0.0
08:00 0 0 0 0 0 0 148 72 0 220 22 1 58 1 82 74 88 0 0 162 464
Volume
Peak 0.828
Factor
High Int. 08:30 AM 08:00 AM 08:00 AM 08:00 AM
Volume 0 0 0 4 4 0 148 72 0 220 22 1 58 1 82 74 88 0 0 162
Peak 0.313 0.818 0.838 0.827
Factor
Robert Peccia & Associates
825 Custer Avenue
Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozem- -11
';ars & Trucks 406-447-5000 Site Code : 00000( )0
Start Date : 2/14/2006
Page No : 2
HIGHLAND
Out In Total
I� 5 12
01 01 01 5
Right Thru Left Peds
~� T
,, North
1— C
u' 2J1 412006 7:45:00 AM
_
E 8:30:00 AM 14/2006 ro i-0-
=r
N
j D UnStlifted
O �� Bank
—
a No
Leh Thru Rihl Pods
789 21 801 4
502 275 777
Out In Total
HIGI-11 AND
Peak Hour From 12:00 PM to 05:45 PM-Peak 1 of 1
Intersectio 04:30 PM
n
Volume 1 0 4 0 5 1 428 107 0 536 239 0 312 5 556 241 579 1 0 821 191
Percent 20.0 0.0 80.0 0.0 0.2 79.9 20.0 0.0 43.0 0.0 56.1 0.9 29.4 70.5 0.1 0.0
05:00 1 0 2 0 3 0 119 35 0 154 65 0 84 1 150 57 167 0 0 224 531
Volume
Peak 0.' 3
Factor
High Int. 05:00 PM 05:00 PM 05:00 PM 05:00 PM
Volume 1 0 2 0 3 0 119 35 0 154 65 0 84 1 150 57 167 0 0 224
Peak 0.417 0.870 0.927 0.916
Factor
Robert Peccia & Associates
825 Custer Avenue
Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman1
gars & Trucks 406-447-5000 Site Code : 00000000
Start Date : 2/14/2006
Page No : 3
HIGHLAND
Out In Total
i� 5 7
I
1r7
01 41 0
Right Thru Left Peds
L+
o CO �—�' ? O
J N C
North ^'
L-� -�A
Z C C NW
2— 14/2006 4:30:00 PM w
N 14/2006 5:15:00 PM m a)ix ��o
Unshifted 1
O�` Dank 1
a.
4 T r
Left Thru Ri ht Peds
3121 01 2391 5
34 556 904
Out In Total
I
APPENDIX B
CAPACITY CALCULATIONS FOR
EXISTING VOLUMES &
EXISTING LANE CONFIGURATIONS
HCM Analysis Summary
Existing Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
A roach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 1 1 LTR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h 1 295 240 262 454 4 189 2 80 1 1 1
PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR LTR LTR
Arrival Type 3 3 3 3 3 3
RTOR Vol v h 72 0 8 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour LeB� --- I --- i --- --- --- __ _-_ __-
Signal Settings:Actuated Operational Analysis Cycle Length: 73.0 Sec Lost Time Per Cycle:13.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 16.0 24.0 20.0 0
Yellow I All Red I 3.0 0.0 3.5 1 1.5 1 3.5 1.5
Ca a ity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
pp Group (yph) at 0
EB
L 268 0.001 0.329 L 0.004 16.5 B 21.5 C
* TR 1087 0.169 0.329 TR 0.512 21.5 C
WB L er 218 0.000 0.397 8.9 A
* L ro 384 0.183 0.219 L 0.532 10.9 B
TR 2062 0.160 0.589 TR 0.271 7.7 A
NB
* LTR 393 0.218 0.274 LTR 0.796 34.7 C 34.7 C
SB
LTR 448 0.006 0.274 LTR 0.020 19.4 B 19.4 B
Intersection:Delay= 17.5 sec/veh Int.LOS=B Xc 0.69 * Critical Lane Group (v/s)Crit=0.57
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s We veh) LOS veh) LOS
1 1
EB1 1, 1
J
L 0.00 0.00 16.5 B 21.5 C
* TR 0.17 0.51 21.5 C — 4
-- I f--454 I
��► r-262
.�
WB L er 0.00 8.9 A - _-__-_-__
*L ro 0.18 0.534 10.9 B - ---- - - --- - - - -
TR 0.16 0.27 7.7 A ------------ ------ --- - ----------------------
295 i
NB *LTR 0.22 0.80 34.7 C 34.7 C 240
189 80
2 I
SB LTR 0.01 0.02 19.4 B 19.4 B 1 2 3 ,
16 3 0 23 4 2 19 �' 4 2
I
Int. 0.57 0.69 17.5 B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM
LAvg/Max
Spillback in
Average Worst Lane
Lane Speed (%of Peak 1
App Group (mph) Period) 1 1
EB L 0/ 0 0.0 0.0
TR 4/ 7 12.4 0.0 L 4
—454
;--262
All12.4 0.0 - -- - ------------- - -- -- --------- --------------
---- - -- - - - ---
WB L 2/ 5 16.0 0.0
TR3 / 4 18.2 0.0 -------- - - -- - - ----- - --- -------- - - - - -----------
1 � �►
All 17.5 0.0 295 —►
240
NB LTR 4/ 5 12.4 0.0
189 80
2
All 12.4 0.0
1 2 3
SB LTR 0/ 1 14.4 0.0
16 3 0 23 4 2 19 �' 4 2
All 14.4 0.0
Intersect. 14.4
SIG/Cinema v3.08 Page 3
i HCM Analysis Summary
Existing Main St/Highland Blvd Area Type: Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 1 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0 '
NB 1 1 LTR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume(vph) 1 579 241 107 428 1 312 1 239 4 1 1 1
PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42 0.42
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR LTR LTR
Arrival Type 3 3 3 3 3 3
RTOR Vol v h 72 0 2 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(LeftlRighl) I --- --- - - -- --_ -�
Signal Settings:Actuated Operational Analysis Cycle Length: 73.0 Sec Lost Time Per Cycle:13.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 10.0 24.0 26.0 0
Yellow All Red 3.0 0.0 3.5 1.5 3.5 1.5
Ca a ity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
App Ciro p (Yph) Ratio Ratio _-Graux Ratio (sec/veh
EB
L 285 0.001 0.329 L 0.004 16.5 B 25.9 C
* TR 1111 0.241 0.329 TR 0.732 25.9 C
WB L er 120 0.000 0.397 11.2 B
* L ro 240 0.070 0.137 L 0.342 13.1 B
TR 1776 0.141 0.507 TR 0.278 10.7 B
NB
* LTR 522 0.403 0.356 LTR 1.132 104.6 F 104.6 F
SB
LTR 520 0.010 0.356 LTR 0.027 15.3 B 15.3 B
Intersection:Delay=44.2 sec/veh Int.LOS=D Xc 0.87 * Critical Lane Group :T(v/s)Crit=0.71
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 I4
EB +
L 0.00 0.00 16.5 B 25.9 C _
* TR 0.24 0.73 25.9 C ➢ .-428
++ 107
---- -- - --- - - - - ---- - --- ---- - - - -- -- - - - -
B L er 0.00 11.2 B
*L ro 0.07 0.344 13.1 B
TR 0.14 0.28 10.7 B -------- --- - -- -- - - -----
579 -1
NB *LTR 0.40 1.13 104.6 F 104.6 F 241
3121239
1
SB LTR 0.01 0.03 15.3 B 15.3 B 1 2 3
10 3 0 23 4 2 25 111 4 2
Int. FO.711 0.87 44.2 D
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
■
NETSIM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (% of Peak I
App Group (veh) (mph) Period) 1 14I
EB L 0 / 0 0.0 0.0
TR 7/ 9 11.4
� _ 428►
All11.4 0.0 -------------- -- ------- ---- - ------
r-107
WB L 2/ 3 14.4 0.0
TR 3 / 5 17.6 0.0 -----------------------
I
All 17.1 0.0 579
241
NB LTR 7/ 9 11.3 0.0 •
312 239
1
All 11.3 0.0
SB LTR 0/ 1 13.0 0.0
10 3 0 23 4 2 25 4 2
All 13.0 0.0
Intersect. 12.6
SIG/Cinema v3.08 Page 3
APPENDIX C
CAPACITY CALCULATIONS FOR
EXISTING VOLUMES &
NORTHBOUND LEFT-TURN BAY
� �
t
t
HCM Analysis Summary
Existing Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM-NB LEFT
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
A roach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 1 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 TR 12.0
SB 1 I LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h 1 295 240 262 454 4 189 2 80 1 1 1
PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L TR LTR
Arrival T 3 3 3 3 3 3 3
RTOR Vol v h 72 0 8 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(LeRiRight) --- I --- --- -~ I -" --- --- ---
Signal Settings:Actuated Operational Analysis Cycle Length: 71.0 Sec Lost Time Per Cycle:13.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 16.0 24.0 18.0 0
Yellow I All Red 3.0 0.0 3.5 1.5 1 3.5 1.5
Cana i Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
pp Kati (a O s
EB
L 275 0.001 0.338 L 0.004 15.6 B 20.3 C
* TR 1117 0.169 0.338 TR 0.499 20.3 C
WB L er 229 0.000 0.408 7.9 A
* L ro 395 0.183 0.225 L 0.513 9.8 A
TR 2120 0.160 0.606 TR 0.264 6.9 A
NB
* L 364 0.157 0.254 L 0.618 25.8 C 24.5 C
TR 411 0.054 0.254 TR 0.214 21.0 C
SB
LTR 427 0.005 0.254 LTR 0.021 19.9 B 19.9 B
Intersection:Delay= 14.9 sec/veh Int.LOS=B Xc 0.62 * Critical Lane Group 2�(v/s)Crit=0.51
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM-NB LEFT
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ I
App Grp v/s v/c veh) LOS veh) LOS
1 11
EB I I J
L 0.00 0.00 15.6 1 B 20.3 I C
* TR 0.17 0.50 20.3 C L 4
454
41.0 �262
--------
WB L er 0.00 7.9 A
*L ro 0.18 0.514 9.8 A -------------
TR 0.16 0.26 6.9 A -------- - ---- ---------
I
295
NB * L 0.16 0.62 25.8 C 24.5 C 240
TR 0.05 0.21 21.0 C r'
r 189I 80
- •! 2
SB LTR 0.011 0.02 19.9 1 B 19.9 1 B 1 2 3
4- -1
16 3 0 23 4 2 17 4 2
Int. 0.51 0.62 14.9 I B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM-NB LEFT
EA?vg/Max
Spillback in
Average Worst Lane
Lane Speed (%of Peak 1
App Group (mph) Period) 1 1II
EB L 0 / 0 0.0 0.0 L'
TR 4/ 6 12.9 0.0 t 4
454
► —262
All 12.9 0.0 ---------------------
WB L 3 / 5 13.9 0.0 - -
TR 3 / 5 18.7 0.0 -------- ---------- --
All 17.0 0.0 295
240
NB L 3 / 4 6.0 0.0
TR 1 / 2 25.0 0.0 �189 80
2
All 14.0 0.0
1 2 3
SB LTR 0/ 1 10.8 1 0.0
16 3 0 23--• 4 2 17 4 2
All 10.8 0.0
Intersect. 14.8
SIG/Cinema v3.08 Page 3
HCM Analysis Summary
Existing Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM-NB LEFT
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 TR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h 1 579 241 107 428 1 312 1 239 4 1 1 1
PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42 0.42
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L TR LTR
Arrival Type 3 3 3 3 3 3 3 I
RTOR Vol v h 72 0 2 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(LeflRight) --- I - -- I --- --- --- I ---
Signal Settings:Actuated Operational Analysis Cycle Length: 67.0 Sec Lost Time Per Cycle:13.0 Sec '
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP '
NB LTP
SB LTP
Green 10.0 24.0 20.0 0
Yellow All Red 3.01 0.01 3.5 1 1.5 1 3.5 1.5
Ca a ity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
R- Ratio (sedveh (se.
EB
L 311 0.001 0.358 L 0.003 13.8 B 21.1 C
* TR 1211 0.240 0.358 TR 0.671 21.1 C
WB L er 148 0.000 0.433 8.5 A
* L ro 261 0.070 0.149 L 0.301 9.8 A
TR 1935 0.141 0.552 TR 0.255 8.1 A
NB
* L 427 0.234 0.299 L 0.785 30.0 C 25.8 C
TR 482 0.158 0.299 TR 0.531 20.2 C
SB
LTR 448 0.009 0.299 LTR 0.031 16.7 B 16.7 B
Intersection:Delay= 18.6 sec/veh Int.LOS=B Xc 0.68 * Critical Lane Group :T(v/s)Crit=0.55
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM-NB LEFT
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 �4
EB
L 0.00 0.00 13.8 B 21.1 C _
* TR 0.24 0.67 21.1 C —428
107
WB L er 0.00 8.5 A ------_--___.
*L ro 0.07 0.30 9.8 A EMIR -- ---- ;7—
TR 0.14 0.25 8.1 A - - - - - - - - - - - --
'
1
579 ,
NB * L 0.23 0.78 30.0 C 25.8 C 241 —z
TR 0.16 0.53 20.2 C f'
j 312�239
I
1
SB LTR 0.01 0.03 16.7 B 16.7 B 1 2 3
10 3 0 23 4 2 19 �� 4 2
Int. 0.55 0.68 18.6 B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIAI Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM-NB LEFT
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (%of Peak 1
App Group (veh) (mph) Period) 1I 14
EB L 0/ 0 0.0 0.0 'J
TR 51 8 13.1 0.0
L 1
—428
F--107
All13.1 0.0 ---------------------- ------------ - - - -
----------- - - -
WB L 2/ 3 13.9 0.0
TR 3 / 4 16.9 0.0 ---------------------- -- -
All 16.4 0.0 579
241 —�
NB L 4/ 6 6.3 0.0
TR 1 / 3 23.3 0.0 �312 t 239
1
All 14.8 0.0
1 2 3
i
SB LTR 0/ 1 14.1 0.0 ~'
10 3 0 23 4 2 19 ��� 4 2
All 14.1 0.0
Intersect. 14.4
SIG/Cinema v3.08 Page 3
APPENDIX D
CAPACITY CALCULATIONS FOR
EXISTING VOLUMES &
NORT116011Np DUAL LEFT
HCM Analysis Summary
Existing Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM-NB DUAL LEFT
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Anproach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 LTR 12.0
SB 1 1 LTR 12.0
East West North I South
Data L T R L T R L T R L T R
Movement Volume v h 1 295 240 262 454 4 189 2 80 1 1 1
PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L LTR LTR
Arrival Type 3 3 3 3 3 3 3
RTOR Vol v h 72 0 1 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(Le Ri )
Signal Settings:Actuated Operational Analysis Cycle Length: 78.0 Sec Lost Time Per Cycle:18.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 16.0 24.0 14.0 6.0 0
Yellow All Red 3.0 0.0 3.5 1.5 3.5 1.5 3.5 1 1.5
Capacity Analysis Results Approach.
Lane Cap v/s g/C Lane v/c Delay Delay
sesLveh)
EB
L 250 0.001 0.308 L 0.004 18.7 B 24.6 C
* TR 1017 0.169 0.308 TR 0.548 24.6 C
WB L er 194 0.000 0.372 11.3 B
* L ro 359 0.183 0.205 L 0.579 14.1 B
TR 1929 0.160 0.551 TR 0.290 9.7 A
NB
* L 326 0.093 0.179 L 0.518 29.6 C 29.5 C
LTR 304 0.090 0.179 LTR 0.500 29.3 C
SB
* LTR 136 0.005 0.077 LTR 0.066 33.5 C 33.5 C
Intersection:Delay= 18.9sec/veh Int.LOS=B Xc-0.58 * Critical Lane Group 2:(v/s)Crit=0.45
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM-NB DUAL LEF
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 11
EB
L 0.00 0.00 18.7 B 24.6 C
* TR 0.17 0.55 24.6 C �454
• —262
- - - - - - - ------- ---------------- - - -- -
WB L er 0.00 11.3 B
*L ro 0.18 0.58 14.1 B ----�- tLL�` ��
TR 0.16 0.29 9.7 A ----- - --------- - ----- ---------- - -
V,
1 �
295
NB * L 0.09 0.52 29.6 C 29.5 C 240
LTR 0.09 0.50 29.3 C
1891 80
I
2
SB LTR 0.01 0.07 33.5 C 33.5 C 1 2 3 4
1 I �
L _mot ram- -
16 3 0 23 4 2 13 1 4 2 5 4 2
7 Int. 0.45I 0.58 18.9 B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX-AM-NB DUAL LEF"
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (% of Peak I
App Group (veh) (mph) Period) 1 1
EB L 0/ 0 0.0 0.0
TR 51 6 11.8 0.0 L 4
—454
262
r
All 11.8 0.0 - ------ - -- -- --------- - - -
WB L 5 / 8 11.1 0.0 J _ _ - - - - - - - - - 1 — —�
TR3 / 4 16.1 0.0 --- - -- --- ----- ------ --- - -- --- -------------
All 14.1 0.0 295
240
NB L 2/ 3 4.2 0.0 �l 1
LTR 3 / 4 15.5 0.0 189 80
2
All 11.3 0.0
1 2 3 4
SB LTR 0/ 1 10.6 0.0 '
16 3 0 23 4 2 13 4 2 5 4 2
All 10.6 0.0
Intersect. 12.7
SIG/Cinema v3.08 Page 3
HCM Analysis Summary
y
Existing Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM-NB DUAL LEFT
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 LTR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h 1 579 241 107 428 1 312 1 239 4 1 1
PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42 0.42
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L LTR LTR
Arrival Type 3 3 3 3 3 3 3
RTOR Vol v h 72 0 2 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(Left[Right -- --- -- -- - --- ---
Signal Settings:Actuated Operational Analysis Cycle Length: 76.0 Sec Lost Time PerCycle:18.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 8.0 24.0 20.0 6.0 0
Yellow All Red 3.0 1 0.0 3.5 1.5 3.5 1.5 3.5 1.5
Ca a ity Analysis Results Apprmoach:
Lane Cap v/s g/C Lane v/c Delay Delay
p --Group--- (v_ph)
EB
L 274 0.001 0.316 L 0.004 17.8 B 28.6 C
* TR 1067 0.241 0.316 TR 0.762 28.6 C
WB L er 107 0.000 0.382 14.2 B
* L ro 184 0.070 0.105 L 0.423 17.4 B
TR 1614 0.141 0.461 TR 0.305 13.4 B
NB
L 477 0.138 0.263 L 0.526 24.5 C 29.7 C
* LTR 439 0.204 0.263 LTR 0.774 33.6 C
SB
* LTR 141 0.008 0.079 LTR 0.099 32.6 C 32.6 C
Intersection:Delay=24.6 sec/veh Int.LOS=C Xc 0.68 * Critical Lane Group :E(v/s)Crit= 0.52
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM-NB DUAL LEF
a Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
- 1 �4
EB
L 0.00 0.00 17.8 B 28.6 C
L
* TR 0.24 0.76 28.6 C -428
t1. 107
WB L er 0.00 14.2 B ~_________
*L ro 0.07 0.424 17.4 B
TR 0.14 0.31 13.4 B -- -- - --- - - - - - ----- - -
I '�►
579
NB L 0.14 0.53 24.5 C 29.7 C 241 —z
*LTR 0.20 0.77 33.6 C
3121239
� 1
SB *LTR 0.01 0.10 32.6 C 32.6 C 1 2 3 4 I
8 3 0 23 4 2 19 �', 4 2 5 4 2
Int. 0.52 0.68 24.6 C
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX-PM-NB DUAL LEF
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (% of Peak 1
App Group (veh) (mph) Period) 1 4
EB L 0/ 0 0.0 0.0
TR 7/ 9 11.7 0.0 I L 1
—42 8
107
All 11.7 0.0 --------------------- --------------
----------- -
WB L 2/ 3 10.7 0.0 j
TR 4/ 5 14.9 0.0 ---- ----------------- ----------------- -- --
1 J h � ►
All 14.1 0.0 579 I �
241
NB L 4/ 5 5.2 0.0F_ 1
LTR 4 / 6 16.4 0.0 312 1239
1
All 12.6 0.0
1 2 3 4
SB LTR 0/ 1 11.3 0.0
8 3 0 23 4 2 19 4 2 5 4 2
All 11.3 0.0
Intersect. 12.6
SIG/Cinema v3.08 Page 3
APPENDIX E
CAPACITY CALCULATIONS FOR
EXISTING + SITE VOLUMES &
EXISTING LANE CONFIGURATIONS
1
1
1
1
1
1
1
1
1
1
HCM Analysis Summary
Existing+The Knolls at Hillcrest Main St/Highland Blvd Area Type:Non CBD
DMR. 01/01/2007 Analysis Duration: 15 mins.
AM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-AM
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach I Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 1 1 LTR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h 1 295 244 262 454 4 218 2 80 1 1 1
PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31
%Heavy Vehicles 3 3 3 3 3 1 3 1 1 1 1 1 1
Lane Groups L TR L TR -1
LTR LTR
Arrival Type 3 3 3 3 3 3
RTOR Vol v h 73 0 8 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(Leftf Right) -- -- --- --- --- --- --- ---
Signal Settings:Actuated Operational Analysis Cycle Length: 73.0 Sec Lost Time Per Cycle:13.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 16.0 1 24.0 1 20.0 0
Yellow All Red 1 3.01 0.01 3.51 1.5 1 3.5 1 1.5
Ca a ity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
g Rat' atio
FEB
L 268 0.001 0.329 L 0.004 16.5 B 21.6 C
* TR 1086 0.170 0.329 TR 0.517 21.6 C
WB L er 216 0.000 0.397 8.9 A
* L ro 384 0.183 0.219 L 0.533 11.0 B
TR 2062 0.160 0.589 TR 0.271 7.7 A
NB
* LTR 392 0.244 0.274 LTR 0.888 45.9 D 45.9 D
SB
LTR 445 0.006 0.274 LTR 0.020 19.4 B 19.4 B
f
Intersection:Delay=20.1 sec/veh Int.LOS=C Xc 0.73 * Critical Lane Group 2:(v/s)Crit=0.60
SIG/Cinema v3.08 Page I
i
HCM Summary Results
Existing+The Knolls at Hillerest Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-AM
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s We veh) LOS veh) LOS
1 � 1
EB
L 1 0.00 0.00 16.5 B _21.6 C
* TR 0.17 0.52 21.6 C 4
i —454
,--262
---------------------- - ---------------------
WB L er 0.00 1 8.9 A ~-------___
*L ro 0.18 0.534 11.0 B ---- - - - - - - -- -
TR 0.16 0.27 7.7 A ----- ---------- - ------ ---- - -------------
295 �► 4r I
NB *LTR 0.24 0.89 45.9 D 45.9 D 244
218? 80
2
SB LTR 0.01 0.02 19.4 B 19.4 B 2 3 , ,
16 3 0 23 4 2 19 il� 4 2
I
Int. 0.60 0.73 20.1 C
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
I NETSIM SummarY Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-AM
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (%of Peak 1
App Group (veh) (mph) Period) 1 1I
EB L 0/ 0 0.0 0.0
TR 4/ 7 12.2 0.0 4
454
—262
All 12.2 0.0
WB L 3 / 5 14.5 0.0 - •y
N.
TR 3 / 5 18.3 0.0 - - - ----- -- - - ------ - - - -- -
m .
All 17.0 0.0 295
244 —z
NB LTR 4 / 6 12.8 0.0
218 80
2
All 12.8 0.0
1 2 3
SB LTR 0/ 1 14.6 0.0
16 3 0 23 4 2 19 4 2
All 14.6 0.0
Intersect. 14.2
SIG/Cinema v3.08 Page 3
HCM Analysis Summary
Y
Existing+The Knolls at Hillcrest Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
PM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-PM
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach I Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0 '
NB 1 1 LTR 12.0
SB 1 1 LTR 12.0
East West North South '
Data L T R L T R L T R L T R
Movement Volume v h 1 579 276 107 428 1 325 1 239 4 1 1
PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42 0.42 '
%HeavyVehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR LTR LTR
Arrival Type 3 3 3 3 3 3 '
RTOR Vol v h 83 0 2 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(LcfljRight) I --- I -- -» I --- I -- I --- w
Signal Settings: ctuated Operational Analysis Cycle Length: 73.0 Sec Lost Time Per Cycle: 13.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 10.0 24.0 1 26.0 1 0
Yellow All Red 3.0 0.0 3.5 1.5 1 3.5 1 1.5
Capacity Analysis Results roach:
Lane Cap v/s g/C Lane v/c Delay Delay
App roi
EB
L 285 0.001 0.329 L 0.004 16.5 B 26.8 C
* TR 1107 0.249 0.329 TR 0.758 26.8 C
WB L er 111 0.000 0.397 11.3 B
* L ro 240 0.070 0.137 L 0.350 13.4 B
TR 1776 0.141 0.507 TR 0.278 10.7 B
NB
* LTR 521 0.414 0.356 LTR 1.161 115.6 F 115.6 F
SB
LTR 523 0.010 0.356 LTR 0.027 15.3 B 15.3 B
Intersection:Delay=48.0 sec/veh Int.LOS=D Xc 0.89 *Critical Lane Group :Z(v/s)Crit=0.73
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-PM
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 4
EB
L 0.00 0.00 16.5 B 26.8 C
L
* TR 0.25 0.76 26.8 C II t-428
—107
- - - - - - --- -
WB L er 0.00 11.3 B _ ---- - - - - - _
*L ro 0.07 0.354 13.4 B ---- - - - - -- -
TR 0.14 0.28 10.7 B - -- - - - - - -- - - - - - - - -
579 —y
NB *LTR 0.41 1.16 115.6 F 115.6 F 276
325j239
1
SB LTR 0.01 0.03 15.3 B 15.3 B 1 2 3
10 3 0 23 4 2, 25 �' 4 2
Int. 0.73 1 0.89 1 48.0 D
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing+ The Knolls at Hillcrest Main St/Highland Blvd -L
DMR 01/01/2007
PM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-PM
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (% of Peak I
App Group (veh) (mph) Period) 1 4I
EB L 0/ 0 0.0 0.0
TR 6/ 10 12.4 0.0 L 1
428
--107
All12.4 0.0 •---------------------- -------- ----------
WB L 2/ 3 13.6 0.0 ``; —? --------------
------------
TR3 / 5 17.6 0.0 -------- ------------— -----------------------
All 16.9 0.0 579 --►
276
1 I
F LTR 10/ 13 8.4 0.0 325 1239�
1 r
All 8.4 0.0 I
1 2 3 1 I
SB LTR 0/ 1 12.7 0.0
10 3 0 23 4 2 25 �� 4 2
All 12.7 0.0 I
Intersect. 11.8
SIG/Cinema v3.08 Page 3
APPENDIX F
CAPACITY CALCULATIONS FOR
EXISTING + SITE VOLUMES &
NORTHBOUND LEFT-TURN BAY
� I
i
e
i
i
e
0
HCM Analysis Summary
Existing+The Knolls at Hillerest Main St/Highland Blvd Area Type: Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
AM Peak Hour Case: Highland-Main-Ex+Site-AM-NB Left
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 TR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h 1 295 244 262 454 4 218 2 80 1 1 1
PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L TR LTR
Arrival Type 3 3 3 3 3 3 3
RTOR Vol NDW 73 0 8 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(LeftIRight) I -- I --- I -- --- --- --- ---
Signal Settings:Actuated Operational Analysis Cycle Length; 71.0 Sec Lost Time Per Cycle:13.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 16.0 24.0 18.0 0
Yellowl All Red 3.0 0.0 1 3.5 F 1.5 1 3.5 1.5
Ca a ity Analysis Results Approach:
F apsec
Lane Cap v/s g/C Lane v/c Delay Delay OS
EB
L 275 0.001 0.338 L 0.004 15.6 B 20.3 C
* TR 1117 0.170 0.338 TR 0.502 20.4 C
WB der 227 0.000 0.408 8.0 A
* L ro 395 0.183 0.225 L 0.514 9.8 A
TR 2120 0.160 0.606 TR 0.264 6.9 A
NB
* L 364 0.181 0.254 L 0.714 29.8 C 27.6 C
TR 411 0.054 0.254 TR 0.214 21.0 C
SB I
LTR 427 0.005 0.254 LTR 0.021 19.9 B 19.9 B
Intersection:Delay= 15.7 sec/veh Int.LOS=B Xc 0.65 * Critical Lane Group :Z(v/s)Crit=0.53
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: Highland-Main-Ex+Site-AM-NB Left
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 1
EB � + �
L 0.00 0.00 15.6 B 20.3 C
* TR 0.171 0.50 20.4 C L 4
= 454
�,--262
.s—
- ------
WB L er 0.00 8.0 A
*L ro 0.18 0.514 9.8 A -- ---- - - -- -- - - -
TR 0.16 0.26 6.9 A --- --- -- - -- -- - - - - - - --- ---
1 � �1
295 I
NB * L 0.18 0.71 29.8 C 27.6 C 244
TR 0.05 0.21 21.0 C '} li
218� 80
2
SB LTR 0.01 0.02 19.9 B 19.9 B 1 2 3
16 3 0 23 4 2 17 4 2
Int. 0.53 0.65 15.7 B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: Highland-Main-Ex+Site-AM-NB Left
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (%of Peak 1
App Group (veh) (mph) Period) 1 1
EB L 0 / 0 0.0 0.0
TR 4/ 6 12.4 0.0 L 4
—454
-- 262
t�
All12.4 0.0 ------ --- --- - - -- - - - - - - - - - - - - - - ---
WB L 3 / 7 13.5 0.0 f+j
TR 3 / 5 18.7 0.0 -- -- -------- -- -- - - --- ---- - --
4,� �[►
All 16.8 0.0 295
244
NB L 3 / 6 5.4 0.0
TR 1 / 1 24.8 0.0
218 80
2
All 13.2 0.0
1 2 3 T L - _
SB LTR 0/ 1 10.6 0.0
16 3 0 23 4 2 17 4 2
All 10.6 0.0
Intersect. 14.3
SIG/Cinema v3.08 Page 3
r
HCM Analysis Summary
Existing+The Knolls at Hillcrest Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
PM Peak Hour Case:Highland-Main-Ex+Site-PM-NB Left
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 TR 12.0
SB 1 1 1 LTR 12.0
East West North South
Data L T R L T R I R L T R
Movement Volume v h 1 579 276 1071 428 1 325 1 239 4 1 _ 1
PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42 0.42 '
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L TR LTR
Arrival Type 3 3 3 3 3 3 3 '
RTOR Vol v h 83 0 2 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(Ls Right) --- I --- --- -- --- I --- --- I ---
Signal Settings: ctuated Operational Anal sis Cycle Length: 70.0 Sec Lost Time Per Cycle:13.0 Sec
Phase: 1 2 3 4 5 1 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 10.0 26.0 21.0 0
Yellow All Red 3.0 0.0 3.5 1.5 3.5 1.5
Ca a ity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
App up ou sedve
EB
L 322 0.001 0.371 L 0.003 13.9 B 21.3 C
* TR 1251 0.249 0.371 TR 0.671 21.3 C
WB L er 148 0.000 0.443 8.7 A
* L ro 250 0.070 0.143 L 0.309 10.3 B
TR 1952 0.141 0.557 TR 0.253 8.3 A
NB
* L 429 0.244 0.300 L 0.814 33.4 C 28.1 C
TR 485 0.158 0.300 TR 0.528 20.9 C _
SB
LTR 452 0.009 0.300 LTR 0.031 17.3 B 17.3 B
Intersection:Delay= 19.5 sec/veh Int.LOS=B Xc 0.69 * Critical Lane Group :5:(v/s)Crit=0.56
SIG/Cinema v3.08 Page 1
^HC M Summary Results
Existing+The Knolls at Hillerest Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: Highland-Main-Ex+Site-PM-NB Left
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 4
EB i
L 0.00 0.00 13.9 B 21.3 C
L
* TR 0.25 0.67 21.3 C �428
�y �107
____ __ __ ___ ___ - _ _- _
WB L er 0.00 8.7 A r -
*L ro 0.07 0.314 10.3 B - ------------
TR 0.14 0.25 8.3 A -- ---------------
579
NB * L 0.24 0.81 33.4 C 28.1 C 276 —z
TR 0.16 0.53 20.9 C
325�239
SB LTR 0.01 0.03 17.3 B 17.3 B 1 2 3
10 3 0 25 4 2 20 4 2
Int. 0.56 0.69 19.5 1 B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: Highland-Main-Ex+Site-PM-NB Left
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (%of Peak 1
App I Group (veh) (mph) Period) 1 4
EB L 0/ 0 0.0 0.0
TR 6/ 9 11.5 0.0
t— 1
428
107 r-
-107
All 11.5 0.0 - -------------------- ------- - - ---
WB L 1 / 3 15.3 0.0
-----------�
TR3 / 4 17.5 0.0 - - ----- -------- ----- ---------------- - - - -
1 �
All 17.1 0.0 579
276 —z
NB L 51 6 6.4 0.0
TR 1 / 2 24.4 0.0 �23r9325
1
All 15.4 0.0
1 2 3
SB LTR 0/ 1 11.1 0.0
10 3 0 25 4 2 20 4 2
All 11.1 0.0
Intersect. 13.8
SIG/Cinema v3.08 Page 3
APPENDIX G
CAPACITY CALCULATIONS FOR
EXISTING + SITE VOLUMES &
NORTHBOUND DUAL LEFT
1
1
1
1
1
1
� I
1 �
1
1
1
1
1
1
1
1
1
1
HCM Analysis Summary
Existing+ The Knolls at Hillcrest Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
AM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-AM-NB DUAL LEFT
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 LTR 12.0
SB 1 I LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume(v h) 1 295 244 262 454 4 218 _ 2 80 1 1 1
PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L LTR LTR
Arrival Type 3 3 3 3 3 3 3
RTOR Vol v h 73 0 1 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(Le$IRight) --- "-
Signal Settings:Actuated Operational Analysis Cycle Length: 78.0 Sec Lost Time Per Cycle:18.0 Sec
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP
NB LTP
SB LTP
Green 16.0 24.0 14.0 6.0 0
Yellow All Red 3.0 0.0 3.5 1.5 3.5 1 1.5 3.5 1 1.5
Capacity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
Gmu ph) _(se
EB
L 250 0.001 0.308 L 0.004 18.7 B 24.7 C
* TR_ 1016 0.170 0.308 TR 0.552 24.7 C
i
-WB T-
L er 192 0.000 0.372 11.3 B
* L ro 359 0.183 0.205 L 0.581 14.1 B
TR 1929 0.160 0.551 TR 0.290 9.7 A
NB
* L 326 0.107 0.179 L 0.598 31.5 C 30.8 C
LTR 305 0.095 0.179 LTR 0.528 29.9 C
SB
* LTR 136 0.005 0.077 LTR 0.066 33.5 C 33.5 C
Intersection:Delay= 19.4 sec/veh Int.LOS=B Xc 0.60 * Critical Lane Group '2(v/s)Crit=0.47
SIG/Cinema v3.08 Page 1
I
HCM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-AM-NB DUE
Lane Group Approach
Delay Delay
:Grp
ne X (sec/ (sec/ 1
Ap v/s v/c veh) LOS veh) LOS
1 I1
EB + L
L 0.00 0.00 18.7 B 24.7 C
* TR 0.17 0.55 24.7 C 4
454
,--262
----------------------
WB L er 0.00 11.3 B -----------.�
*L ro 0.18 0.584 14.1 B ---- - ---
TR 0.16 0.29 9.7 A --------- --- ---------------------
1 J - ' ♦
295
NB * L 0.11 0.60 31.5 C 30.8 C 244 —�
LTR 0.09 0.53 29.9 C
2187 80
2
SB *LTR 0.01 1 0.07 33.5 C —3 3.5 C 1 2 3 4 L
16 3 0 23 4 2 13 �II 4 2 5 4 2
Int. 0.47 0.60 19.4 B
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing+The Knolls at Hillerest Main St/Highland Blvd
DMR 01/01/2007
AM Peak Hour Case: HIGHLAND-MAIN-EX+SITE-AM-NB DUA
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (%of Peak 1
App Group (veh) (mph) Period) 1 1
EB L 0/ 0 0.0 0.0
TR 51 7 11.8 0.0 � 4
454
- _ 262
All 11.8 0.0 ��
- -- --------- -
WB L 4/ 6 11.9 0.0 -------`-
TR3 / 5 15.7 0.0 - -- ------------------ ------ - -- ------------
on 410
All 14.3 0.0 295
244
NB L 3 / 4 4.1 0.0
LTR 3 / 4 15.9 0.0 �218 80
2
All 11.4 0.0
1 2 3 4
L __ L
SB LTR 0/ 1 10.6 0.0 1
16 3 0 23 4 2 13 4 2 5 4 2
All 10.6 0.0
Intersect. 12.8
SIG/Cinema v3.08 Page 3
HCM Analysis Summary
Existing+The Knolls at Hillcrest Main St/Highland Blvd Area Type:Non CBD
DMR 01/01/2007 Analysis Duration: 15 mins.
PM Peak Hour Case: Highland-Main-Ex+Site-PM-NB Dual Left
Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet)
Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6
EB 3 2 L 12.0 T 12.0 TR 12.0
WB 3 2 L 12.0 T 12.0 TR 12.0
NB 2 1 L 12.0 LTR 12.0
SB 1 1 LTR 12.0
East West North South
Data L T R L T R L T R L T R
Movement Volume v h) 1 579 276 107 428 1 325 1 239 4 1 1
PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42. 0.42
%Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1
Lane Groups L TR L TR L LTR LTR
Arrival Type 3 3 3 3 3 3 3
RTOR Vol v h 83 0 2 0
Peds/Hour 5 5 5 0
%Grade 0 0 -3 0
Buses/Hour 0 0 0 0
Parkers/Hour(LeNlti ht) --- I --- - --- --- I --- --- ---
Signal Settings:Actuated Operational Analysis Cycle Length: 76.0 Sec Lost Time Per Cycle:18.0 Sec '
Phase: 1 2 3 4 5 6 7 8 Ped Only
EB LTP
WB LTR LTP '
NB LTP
SB j LTP
Green 8.0 24.0 20.0 1 6.0 1 1 1 1 0
Yellow All Red 3.01 0.0 3.5 1.5 3.5 1 1.5 1 3.5 1 1.5
Capacity Analysis Results Approach:
Lane Cap v/s g/C Lane v/c Delay Delay
R .(sue veh)
EB
L 274 0.001 0.316 L 0.004 17.8 B 29.6 C
* TR 1063 0.249 0.316 TR 0.789 29.7 C
WB L er 99 0.000 0.382 14.3 B
* L ro 184 0.070 0.105 L 0.435 17.9 B
TR 1614 0.141 0.461 TR 0.305 13.4 B
NB
L 477 0.144 0.263 L 0.549 24.9 C 30.1 C
* LTR 439 0.206 0.263 LTR 0.781 34.1 C
_ 1
SB
* LTR 141 0.008 0.079 LTR 0.099 32.6 C 32.6 C
Intersection:Delay= 25.2 sec/veh Int.LOS=C XC 0.70 * Critical Lane Group 2(v/s)Crit=0.53
SIG/Cinema v3.08 Page 1
HCM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: Highland-Main-Ex+Site-PM-NB Dual Left
Lane Group Approach
Delay Delay
Lane X (sec/ (sec/ 1
App Grp v/s v/c veh) LOS veh) LOS
1 �4
EB
L 0.00 0.00 17.8 B 29.6 C
L
* TR 0.25 0.79 29.7 C 1
p —428
�:► 107
WB L er 0.00 14.3 B ~_________.
*L ro 0.07 0.434 17.9 B ONEW -- -
TR 0.14 0.31 13.4 B - ------
1
579
NB L 0.14 0.55 24.9 C 30.1 C 276
*LTR 0.21 0.78 34.1 C
3251239
� 1
1 :
SB *LTR 0.01 0.10 32.6 C 32.6 C 1 2 3 4
t— _
8 3 0 23 4 2 19 �' 4 2 5 4 2
Int. 0.53 0.70 25.2 C
* Critical Lane Group #Left Movement Total
SIG/Cinema v3.08 Page 2
NETSIM Summary Results
Existing+The Knolls at Hillcrest Main St/Highland Blvd
DMR 01/01/2007
PM Peak Hour Case: Highland-Main-Ex+Site-PM-NB Dual Left
Queues Spillback in
Per Lane Average Worst Lane
Lane Avg/Max Speed (%of Peak 1
App Group (veh) (mph) Period) 1 4II
- � r L►
EB I L 0/ 0 0.0 0.0
TR 7/ 9 10.7 0.0 1
428
�107
All 10.7 0.0 ----------------------
WB L 2/ 3 10.9 0.0 —�
TR 4/ 4 14.8 0.0 ------------------
All 14.1 0.0 579
276
NB L 4/ 5 4.5 0.0 '
LTR 4/ 6 16.2 0.0
325 239
1
All 12.0 0.0
1 2 3 4 ,-IL
SB LTR 0/ 1 11.3 0.0 =
8 3 0 23 4 2 19 4 2 5 4 2
All 11.3 0.0
Intersect. 11.9
SIG/Cinema v3.08 Page 3