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HomeMy WebLinkAbout010 - Appendix G.2 - Traffic Impact Study Amendment July 23, 2024 Addendum to: Canopy Hotel TIS, Bozeman, MT Project No. 23564 The purpose of this addendum is to provide additional analysis to the Canopy Hotel TIS to evaluate an alternate location of the hotel access at the existing east/west alley south of Main Street. The analysis includes evaluation of operations, vehicle queuing, and sight distance at the alley intersections with South Rouse Avenue and South Church Avenue. Existing and future volume data was evaluated at the South Rouse Avenue/Alley intersection to demonstrate operational conditions. It was found that vehicle queues currently back up past the alley on South Rouse Avenue and are projected to extend past the alley on South Church Avenue due to their respective signals with Main Street. The existing queues were often observed to block the alley rather than leaving space for entering and exiting vehicles, which would increase delay and queuing in the alley. Additionally, pedestrian visibility is limited crossing the alley on the sidewalk, particularly at South Rouse Avenue, and available vehicle sight distance is inadequate without blocking the sidewalk. The following analysis supports the initial conclusions made in the Canopy Hotel TIS that providing access to the hotel via the alley would present an unsafe condition for both vehicles and pedestrians and result in increased delay and congestion within the alley. Existing Conditions Traffic Volumes Weekday AM and PM peak hour turning movement counts were collected at the South Rouse Avenue/Alley intersection on Tuesday, July 9, 2024 in order to evaluate alley volumes and operations adjacent to the proposed hotel. Figure 1 on page 2 shows the AM and PM peak hour turning movement volumes at the intersection and detailed traffic count data worksheets are attached. There are currently a limited number of vehicles accessing the alley on each side of South Rouse Avenue. Pedestrian Volumes Pedestrian and bicycle volumes were also collected at the South Rouse Avenue/Alley intersection and the peak pedestrian hour from the data collected was found to be from 4:15- 5:15 PM with a total of 90 pedestrians/bicycles at the intersection. During the peak pedestrian hour, 26 pedestrians/bicyclists crossed the alley adjacent to the proposed Canopy Hotel site. July 23, 2024 Page 2 Figure 1. Existing (2024) and Future (2039) Peak Hour Traffic Volumes July 23, 2024 Page 3 Intersection Operations Capacity calaculations were performed at the South Rouse Avenue/Alley intersection using Synchro, Version 12. The results showed that, when evaluated independently of the impacts of adjacent intersections, the South Rouse Avenue/Alley intersection currently operates at LOS B or better on the minor approaches during both peak hours with minimal 95th percentile queuing. Figure 1 on the previous page also shows the LOS results at the intersection. A capacity summary table and detailed capacity calculation worksheet for the intersection can be found in the attachments. Existing operations are also often influenced by large trucks which commonly use the alleys downtown for deliveries, as well as garbage pick-up. Often the alleys are blocked by these large vehicles which may result in extra delay for vehicles attempting to access the alley. Large trucks also require greater sight distance and vehicle gaps when turning, which could cause backups within the alley as the trucks re-enter the main roadways. Vehicle Queueing Vehicle queuing was observed in the field at the South Rouse Avenue/Alley intersection, and it was found that vehicle queues from the northbound approach at the South Rouse Avenue/Main Street intersection often extend south past the alley approach with vehicles blocking access to and from the alley. This occurs when the northbound vehicle queue exceeds five (5) vehicles. During the AM peak hour these vehicle queues were generally minimal, but during the PM peak hour there was a significant increase with vehicle queues often exceeding eight (8) vehicles, resulting in intermittent blocking of access to the alley. At times, the vehicle queue extended onto East Babcock Street. Figures 2 and 3 below show the perspective of a driver in the alley, waiting to access South Rouse Avenue. Figure 2. Driver’s Perspective Looking Left from Alley Figure 3. Driver’s Perspective Looking Right from Alley July 23, 2024 Page 4 Future Traffic Impacts Traffic Volumes Future (2039) traffic projections were calculated at the South Rouse Avenue/Alley intersection with the assumption that access to the Canopy Hotel would be via the alley. The updated trip assignments were calculated under the assumption that all vehicles would enter and exit via the South Rouse Avenue/Alley intersection in order to evaluate a worst-case scenario along the block of South Rouse Avenue between Babcock Street and Main Street. It is likely that some vehicles would utilize the South Church Avenue/Alley intersection as well, but a majority of trips were assumed to have destinations to the west. Additionally, it would be easier for any drivers heading north to make a right-turn onto South Rouse Avenue rather than a left-turn onto South Church Avenue from the alley. Figure 1 on the previous page also illustrates the resulting AM and PM peak hour traffic volume projections for 2039. Intersection Operations Capacity calculations were performed at the South Rouse Avenue/Alley intersection with the 2039 volumes shown in Figure 1, and LOS results are also shown in the figure. The capacity results project that the intersection would still operate at LOS B on the minor approaches with minimal 95th percentile vehicle queueing when the intersection is evaluated independently. Detailed 2039 intersection capacity summary tables and capacity calculation worksheets can be found in the attachments. There are limitations presented when evaluating an intersection independent of surrounding operations, especially in a closely spaced downtown environment. Synchro capacity calculations are based on the Highway Capacity Manual (HCM) and assume random arrivals on all approaches. However, with the signalized South Rouse Avenue/Main Street intersection approximately 150 feet to the north, operations at the South Rouse Avenue/Alley intersection (and along South Church Avenue) are highly likely to be influenced by vehicle queuing and platoons released by the signal. Therefore, a traffic simulation analysis was performed using SimTraffic, Version 12 to provide an analysis of what is more likely to reflect “real world” conditions. When evaluating operations with the updated 2039 projections, the simulation results showed increased vehicle queuing within the alley as compared to the HCM-based Synchro results, with observed vehicle queues exceeding five (5) vehicles on the westbound approach. The simulation results also showed that vehicle queueing from the South Rouse Avenue/Main Street intersection would extend south to Babcock Street and cause vehicles to stop on Babcock Street while waiting to turn left onto North Rouse Avenue. Additionally, although not shown in the simulation modeling, cars often queue without leaving space at the alley (as seen in the above photos) which would block southbound left-turn movements into the alley and potentially lead to vehicle queues that reach Main Street. These concerns would be exacerbated by the large increase in volumes entering and exiting the alley. Southbound vehicle queueing from the South Rouse Avenue/Babcock Street intersection was also shown to back up to the alley in the simulation. July 23, 2024 Page 5 Operations and behaviors along South Church Avenue are likely to be very similar, with capacity results in the original Canopy Hotel TIS showing future projected 95th percentile queues of up to six (6) vehicles in the northbound direction. This would extend past the alley and the resulting impact at both intersections is a scenario with excessive delay and potentially dangerous gap-acceptance behaviors. Additionally, vehicles focused on finding an acceptable gap in traffic to perform a turning movement may be less aware of conflicting pedestrians on the sidewalk. Sight Distance Sight obstructions were reviewed for both passenger vehicles and trucks emerging from the alley onto South Rouse Avenue and South Church Avenue using a design speed of 25 mph. The first method of analysis utilized the American Association of State Highway and Transportation Officials’ (AASHTO) A Policy on Geometric Design of Highways and Streets. The second method followed the City of Bozeman’s Code of Ordinances Section 38.400.100 – Street Vision Triangle. Figures 4, 5, 6, and 7 on pages 6-9 depict the sight obstruction areas delineated by each respective method. As shown in the figures, the buildings to the north are not within the sight triangle using the AASHTO method at either intersection, but parked cars on the street are. Using the City’s method, the building is within the sight triangle at the South Rouse Avenue/Alley intersection and not quite within the triangle at the South Church Avenue/Alley intersection. In instances where South Rouse Avenue and South Church Avenue experience minimal parked vehicles or queueing at their intersections with Main Street, vehicles may have adequate sight distance to make a turning movement by partially entering the street and blocking sidewalk access. When stopped behind the sidewalk, however, the buildings to the north block sight distance at the South Rouse Avenue intersection and nearly block sight distance at the South Church Avenue intersection. Since this area is in Downtown Bozeman, both streets are usually full of parked vehicles and there are longer queues from the adjacent signalized intersections, which highly obstruct sight distance. Figure 8 on page 10 shows the visibility from the alley at South Rouse Avenue when looking northwest. When westbound vehicles in the alley seek to turn left onto South Rouse Avenue, they frequently extend beyond the sidewalk into the northbound traffic lane to ensure adequate sight lines, which is also likely to occur at South Church Avenue. This is a dangerous behavior for both the cross-traffic lane and pedestrians. Vehicles in the alley also have visibility limitations for the sidewalk, compromising their ability to detect pedestrians or bicyclists. Pedestrians and bicyclists have equal limitations on visibility into the alley, especially from South Rouse Avenue. Figure 9 on page 10 shows the limited sight distance from a pedestrian walking southbound on the sidewalk on the east side of South Rouse Avenue. July 23, 2024 Page 6 Figure 4. AASHTO Intersection Sight Distance at South Rouse Avenue/Alley July 23, 2024 Page 7 Figure 5. City of Bozeman Code of Ordinances Intersection Sight Distance at S Rouse Ave/Alley July 23, 2024 Page 8 Figure 6. AASHTO Intersection Sight Distance at South Church Avenue/Alley July 23, 2024 Page 9 Figure 7. City of Bozeman Code of Ordinances Intersection Sight Distance at S Church Ave/Alley July 23, 2024 Page 10 Conclusion The preceding analysis of operations, vehicle queuing, and sight distance at the South Rouse Avenue/Alley and South Church Avenue/Alley intersections shows that it can be challenging for vehicles to make safe turning movements from the alley onto both South Rouse Avenue and South Church Avenue, with limited sight distance for both vehicles and pedestrians. Currently and in projected future conditions there are vehicle queues that back up from other intersections and prevent movement in and out of the alley; further traffic volumes added to the alley intersections from the Canopy Hotel would provide increased opportunities for conflict and safety concerns. The analysis completed in this letter supports the original recommendation from the Canopy Hotel TIS that the alley access is not preferable and should be located on Babcock Street instead. If you have any questions or concerns, please feel free to contact me at 406-922-4326 or astoltzfus@sandersonstewart.com. Sincerely, Audrey Stoltzfus, PE, RSP2I Project Engineer SJW/ars/jhs Enc: Rouse Avenue and Alley Count Data Worksheets Capacity Tables and Calculation Worksheets P:\23564_Canopy_Hotel_Amendment_7.23.2024 Figure 8. Alley and Rouse Avenue Sight Distance Figure 9. Pedestrian Sight Distance Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 8:00 AM 1 12 0 0 13 0 33 1 0 34 1 0 1 0 2 0 0 0 0 0 49 8:15 AM 0 14 0 0 14 1 36 0 0 37 0 0 1 0 1 1 0 0 0 1 53 8:30 AM 1 24 2 0 27 1 46 1 1 49 1 1 0 0 2 0 1 0 0 1 79 8:45 AM 1 23 1 1 26 2 52 0 0 54 0 0 1 0 1 0 1 1 0 2 83 Grand Total 3 73 3 1 80 4 167 2 1 174 2 1 3 0 6 1 2 1 0 4 264 Medium Truck % 0.0 1.4 0.0 0.0 1.3 0.0 3.6 0.0 0.0 3.4 0.0 0.0 66.7 0.0 33.3 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 1.4 0.0 0.0 1.3 0.0 3.6 0.0 0.0 3.4 0.0 0.0 66.7 0.0 33.3 0.0 0.0 0.0 0.0 0.0 Total % 1.1 27.7 1.1 0.4 30.3 1.5 63.3 0.8 0.4 65.9 0.8 0.4 1.1 0.0 2.3 0.4 0.8 0.4 0.0 1.5 100.0 PHF 0.77 0.77 0.77 0.80 0.80 0.80 1.00 1.00 1.00 0.50 0.50 0.50 0.79 RT TH LT U 3 73 3 1 1RT2TH1LT0UU0LT3TH1RT21 2 167 4 U LT TH RT N Rouse Ave In Out 80 172 In7In4Out8Total Entering 264Out N Rouse Ave 174 InOut 77Alley Alley6Bozeman, MT /MDTTuesday, July 9, 2024Date Performed: Count Time Period: Block B Residential & Canopy Hotel TIS N Rouse Ave Alley Alley Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information N Rouse Ave & AlleyCounted By: Westbound Agency/Company: Kole Ketterling Sanderson Stewart North/South Street: N Rouse Ave AM Peak Hour (8:00 - 9:00 AM) 23564Project Number: Southbound N Rouse Ave Northbound Alley Eastbound East/West Street: NNNNNNNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:30 PM 1 26 1 0 28 2 57 0 0 59 1 0 4 0 5 0 0 1 0 1 93 4:45 PM 2 29 1 0 32 2 63 2 0 67 0 1 1 0 2 3 0 2 0 5 106 5:00 PM 1 28 0 0 29 0 86 2 0 88 1 0 2 0 3 4 1 1 0 6 126 5:15 PM 1 29 1 0 31 1 56 1 0 58 2 0 1 0 3 2 0 2 0 4 96 Grand Total 5 112 3 0 120 5 262 5 0 272 4 1 8 0 13 9 1 6 0 16 421 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 2.3 0.0 0.0 2.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 11.1 0.0 0.0 0.0 6.3 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 2.3 0.0 0.0 2.2 0.0 0.0 0.0 0.0 0.0 11.1 0.0 0.0 0.0 6.3 Total % 1.2 26.6 0.7 0.0 28.5 1.2 62.2 1.2 0.0 64.6 1.0 0.2 1.9 0.0 3.1 2.1 0.2 1.4 0.0 3.8 100.0 PHF 1.00 1.00 1.00 0.77 0.77 0.77 1.00 1.00 1.00 0.67 0.67 0.67 0.84 RT TH LT U 5 112 3 0 9RT1TH6LT0UU0LT8TH1RT40 5 262 5 U LT TH RT N Rouse Ave In Out 120 279 N Rouse Ave 16InAlleyTotal Entering 421 122 272 Out InAlleyOut11Vehicle Volumes and Adjustments N Rouse Ave N Rouse Ave Alley Alley Southbound Northbound Eastbound Westbound In139OutNorth/South Street: N Rouse Ave Alley Date Performed: Tuesday, July 9, 2024 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:30 - 5:30 PM) Project Number: 23564 Block B Residential & Canopy Hotel TIS East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Kole Ketterling N Rouse Ave & Alley NNNNNNNNNN Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 10.9 B 0 12.3 B 1 WB 10.8 B 0 11.7 B 1 NB 0.1 A 0 0.1 A 0 SB 0.4 A 0 0.2 A 0 Intersection 0.6 A --1.0 A -- Intersection Control Two-Way Stop-Control (EB/WB) Rouse Ave & Alley Intersection Approach Existing (2024) AM Peak PM Peak HCM 7th TWSC 34: S Rouse Ave & Alley 07/18/2024 AM Peak Block B 1:59 pm 03/25/2024 Existing Conditions (2024) Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 1 2 1 2 1 3 167 4 4 73 3 Future Vol, veh/h 3 1 2 1 2 1 3 167 4 4 73 3 Conflicting Peds, #/hr 0 0 4 4 0 0 3 0 7 7 0 3 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles, % 67 0 0 0 0 0 0 4 0 0 1 0 Mvmt Flow 4 1 3 1 3 1 4 211 5 5 92 4 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 328 338 101 336 338 221 99 0 0 223 0 0 Stage 1 107 107 - 229 229 - - - - - - - Stage 2 220 231 - 107 109 - - - - - - - Critical Hdwy 7.77 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.77 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.77 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 4.103 4 3.3 3.5 4 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 518 586 959 622 587 824 1506 - - 1357 - - Stage 1 762 810 - 779 719 - - - - - - - Stage 2 656 717 - 903 809 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 510 577 953 608 577 818 1502 - - 1348 - - Mov Cap-2 Maneuver 510 577 - 608 577 - - - - - - - Stage 1 756 805 - 771 712 - - - - - - - Stage 2 650 710 - 892 803 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v 10.9 10.75 0.13 0.38 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 31 - - 618 632 89 - - HCM Lane V/C Ratio 0.003 - - 0.012 0.008 0.004 - - HCM Control Delay (s/veh) 7.4 0 - 10.9 10.7 7.7 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - HCM 7th TWSC 3: S Rouse Ave & Alley 07/18/2024 PM Peak Block B 9:40 am 03/25/2024 Existing Conditions (2024) Synchro 12 Report Page 1 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 8 1 4 6 1 9 5 262 5 3 112 5 Future Vol, veh/h 8 1 4 6 1 9 5 262 5 3 112 5 Conflicting Peds, #/hr 3 0 10 10 0 3 44 0 18 18 0 44 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 84 84 84 84 84 84 84 84 84 84 84 Heavy Vehicles, % 0 0 0 0 0 11 0 2 0 0 0 0 Mvmt Flow 10 1 5 7 1 11 6 312 6 4 133 6 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 515 535 190 496 535 336 183 0 0 336 0 0 Stage 1 187 187 - 345 345 - - - - - - - Stage 2 327 348 - 151 190 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.31 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.399 2.2 - - 2.2 - - Pot Cap-1 Maneuver 474 454 857 488 454 686 1404 - - 1235 - - Stage 1 819 749 - 675 640 - - - - - - - Stage 2 690 638 - 856 746 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 440 424 813 466 424 672 1345 - - 1214 - - Mov Cap-2 Maneuver 440 424 - 466 424 - - - - - - - Stage 1 782 715 - 660 625 - - - - - - - Stage 2 672 624 - 839 713 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v12.27 11.66 0.14 0.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 33 - - 511 559 45 - - HCM Lane V/C Ratio 0.004 - - 0.03 0.034 0.003 - - HCM Control Delay (s/veh) 7.7 0 - 12.3 11.7 8 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 11.8 B 0 15.0 B 1 WB 10.5 B 1 12.9 B 1 NB 0.1 A 0 0.1 A 0 SB 2.3 A 1 1.9 A 1 Intersection 2.1 A --2.5 A -- Rouse Ave & Alley Intersection Approach Future (2039) AM Peak PM Peak Intersection Control Two-Way Stop-Control (EB/WB) HCM 7th TWSC 34: S Rouse Ave & Alley 07/18/2024 AM Peak Block B 1:59 pm 03/25/2024 Existing Conditions (2024) Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 4 1 3 7 3 34 4 209 19 40 92 4 Future Vol, veh/h 4 1 3 7 3 34 4 209 19 40 92 4 Conflicting Peds, #/hr 0 0 4 4 0 0 3 0 7 7 0 3 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 50 0 0 0 0 0 0 4 0 0 1 0 Mvmt Flow 4 1 3 8 3 37 4 227 21 43 100 4 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 430 456 109 445 448 245 107 0 0 255 0 0 Stage 1 192 192 - 253 253 - - - - - - - Stage 2 237 264 - 192 194 - - - - - - - Critical Hdwy 7.6 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.6 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.6 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.95 4 3.3 3.5 4 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 461 504 950 527 509 799 1496 - - 1322 - - Stage 1 711 745 - 756 701 - - - - - - - Stage 2 670 694 - 815 744 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 419 480 944 499 485 794 1492 - - 1313 - - Mov Cap-2 Maneuver 419 480 - 499 485 - - - - - - - Stage 1 684 717 - 748 694 - - - - - - - Stage 2 633 687 - 779 715 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v11.77 10.54 0.13 2.3 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 31 - - 540 698 525 - - HCM Lane V/C Ratio 0.003 - - 0.016 0.069 0.033 - - HCM Control Delay (s/veh) 7.4 0 - 11.8 10.5 7.8 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0 - - 0 0.2 0.1 - - HCM 7th TWSC 3: S Rouse Ave & Alley 07/18/2024 PM Peak Block B 9:40 am 03/25/2024 Existing Conditions (2024) Synchro 12 Report Page 1 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 1 5 16 1 58 6 328 24 44 143 6 Future Vol, veh/h 10 1 5 16 1 58 6 328 24 44 143 6 Conflicting Peds, #/hr 3 0 10 10 0 3 44 0 18 18 0 44 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 0 0 0 Mvmt Flow 11 1 5 17 1 63 7 357 26 48 155 7 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 671 712 213 662 702 391 206 0 0 401 0 0 Stage 1 298 298 - 401 401 - - - - - - - Stage 2 373 414 - 262 302 - - - - - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.22 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.318 2.2 - - 2.2 - - Pot Cap-1 Maneuver 373 360 832 378 365 658 1377 - - 1169 - - Stage 1 715 670 - 630 605 - - - - - - - Stage 2 652 597 - 748 668 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 304 322 790 345 326 645 1320 - - 1149 - - Mov Cap-2 Maneuver 304 322 - 345 326 - - - - - - - Stage 1 653 613 - 615 591 - - - - - - - Stage 2 582 583 - 701 611 - - - - - - - Approach EB WB NB SB HCM Control Delay, s/v 15 12.88 0.13 1.89 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 30 - - 377 538 407 - - HCM Lane V/C Ratio 0.005 - - 0.046 0.151 0.042 - - HCM Control Delay (s/veh) 7.7 0 - 15 12.9 8.3 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.5 0.1 - -