Alameda City Council
November 18, 2025

Gi
bbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda
September 2025
Gibbons/High/Fernside Intersection
Analysis for the Fernside Boulevard
Traffic Calming and Bikeways Project
Prepared for
City of Alameda
September 2025
Exhibit 3

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

September 2025 │ iii
Contents
Executive Summary ................................ ................................ ................................ ................................ ... 1

1. Purpose ................................ ................................ ................................ ................................ ............... 3

2. Background ................................ ................................ ................................ ................................ ......... 3

3. Alternatives Summary ................................ ................................ ................................ ......................... 5

4. Analysis 1. Intersection Safety and Operations ................................ ................................ ................. 9

4.1 Existing Conditions: Intersection Safety .................................................................................... 9

4.2 Existing Conditions: Intersection Traffic Operations ............................................................... 10

4.3 Alternatives: Intersection Safety .............................................................................................. 12

4.4 Alternatives: Operations ........................................................................................................... 13

4.5 Conclusions: Intersection Safety and Operations ................................................................... 14

5. Analysis 2. Neighborhood Traffic Circulation ................................ ................................ .................. 16

5.1 Existing Conditions: Neighborhood Traffic Circulation ........................................................... 16

5.2 Alternatives: Neighborhood Traffic Circulation ....................................................................... 18

5.3 Conclusions: Neighborhood Traffic Circulation ....................................................................... 21

6. Conclusion and Recommendation ................................ ................................ ................................ .. 22

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda
Figures and Tables
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FIGURES
Figure 1 - Existing High/Fernside/Gibbons Intersection ........................................................................... 4 Figure 2 – Alternative A ............................................................................................................................... 6 Figure 3 - Alternative B ................................................................................................................................ 7 Figure 4 - Alternative C ................................................................................................................................ 8 Figure 5 - Intersection Safety Existing Conditions ..................................................................................... 9 Figure 6 - Existing Peak Hour Vehicle Volumes AM & PM ...................................................................... 10 Figure 7 - Roadway Network in the Vicinity of the High/Fernside/Gibbons Intersection ..................... 16 Figure 8 - Number of Vehicles Observed on Gibbons Drive Traveling to and Cutting-Through the Neighborhood During Peak Two-Hour Period ................................................................................... 18 Figure 9 - Estimated Redistributed Northbound Gibbons Traffic for Alternative A, Reflecting Turn Restriction at High/Fernside/Gibbons ..................................................................................... 19 Figure 10 - Estimate of Redistributed Vehicle Trips for Alternative A .................................................... 20 Figure 11 - Recommended Phased Implementation of Gibbons Improvements ................................. 23

TABLES
Table 1 - Existing Delay and LOS .............................................................................................................. 11 Table 2 – Intersection Operations Analysis Results for Long-Term Alternatives .................................. 13 Table 3 – Intersection Alternative Summary ........................................................................................... 15 Table 4 – Existing Traffic Volumes on Neighborhood Streets ................................................................ 17 Table 5 – Estimated Vehicle Volumes for Alternative A ......................................................................... 20 Table 6 – Average Side Street Approach Vehicle Delay for Alternative A .............................................. 21

APPENDICES
A Intersection Operations Analysis Synchro Worksheets

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

September 2025 │ 1
Executive Summary
This technical analysis evaluates design alternatives to improve safety at the Gibbons Drive / High Street / Fernside Boulevard (Gibbons/High/Fernside) intersection in the City of Alameda as part of the Fernside Boulevard Traffic Calming & Bikeways Project (Fernside Project). The near-term Fernside Project includes buffered bike lanes, pedestrian safety improvements, and traffic calming on Fernside Boulevard west of High St. The long-term concept includes pedestrian median islands and a two-way separated bikeway on the north/east side of Fernside Boulevard, pending external funding availability. The City Council approved the near- and long-term concept plans for this project on March 18, 2025, and also directed staff to return to Council after conducting a traffic study that evaluates the safety, operational, and redistributed traffic effects of the proposed concept for the southwest corner of Gibbons/High/Fernside. City Council also directed staff to evaluate the potential to implement intersection improvements with the near-term project instead of the long-term project.

The existing five-leg intersection presents safety challenges with lengthy pedestrian crossings, high- speed turning movements, and crosswalks without pedestrian signal heads at the Gibbons Drive leg.

Between 2017-2021, 22 total crashes occurred at the intersection, six of which resulted in injury.

Improper turning was the primary cause in 55% of all crashes.

Three concept alternatives were analyzed for integration with the Fernside Project:
• Alternative A: Realign Gibbons Drive and restrict northbound Gibbons to right-turn only (estimated construction cost: $600,000)
• Alternative B: Realign Gibbons Drive and retain all turning movements with new signal control at Gibbons Drive/High Street ($850,000)
• Alternative C: Low-cost improvements using pavement markings, flexible bollards, and signage, also known as “quick-build” ($150,000)
Intersection Safety and Traffic Operations analysis for the Gibbons/High/Fernside intersection reveals important performance differences in the long term, as summarized below:
• Alternative A: Provides the most substantial safety improvements while providing the best intersection operations in both near- and long-term implementation. • Alternative B: Provides nearly the same safety improvements as Alternative A, but results in much longer vehicle delays, especially for northbound High Street, with the long-term Fernside Boulevard project.
• Alternative C: Provides minor safety improvements, and results in longer vehicle delays with the implementation of the long-term Fernside Boulevard project.

This report also analyzes redistributed traffic effects of Alternative A, which would restrict northbound Gibbons to right-turn only onto High Street. Alternatives B and C would not noticeably alter traffic routes on Gibbons Drive or other neighborhood streets.

The report finds that Gibbons Drive currently functions as a cut-through route with over 50% of its 2,200 daily vehicles passing through the neighborhood without accessing neighborhood residences.

Speeding is common on Gibbons Drive, with 15% of drivers traveling faster than 31 mph despite the 25 mph speed limit.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
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The analysis concludes that Alternative A would reduce northbound cut-through traffic traveling on Gibbons Drive by approximately 20%, but would also redistribute 40-50 vehicles per peak hour to Southwood Drive and Bayo Vista Avenue, and 25-35 vehicles to Cornell Drive north of Gibbons Drive.

This would result in an increase from approximately 150 vehicles per day to an estimated 400-500 daily vehicles on Cornell Drive and 550-650 daily vehicles on Bayo Vista. Although the resulting volumes are low and remain at the lower range for Neighborhood Local Streets, the redirected traffic is likely to include cut-through drivers who may continue speeding on residential streets.

The recommendation from this analysis is to implement Alternative A, which provides optimal intersection safety improvements with minimal operational impacts. However, it is recommended to implement at the same time or soon after neighborhood traffic calming measures to address potential impacts from redistributed traffic on nearby streets. Therefore, the recommended implementation sequencing is as follows:

1. 2026: Install “quick-build” safety improvements on the southwest corner of the intersection as part of the near-term Fernside Project and assess adding speed humps on Gibbons Drive.

2. After 2026: Implement neighborhood traffic calming on Gibbons Drive, Southwood Drive, Bayo Vista Avenue, and Cornell Drive (not currently included in an existing project), followed by implementation of Alternative A on the southwest corner of the intersection.

3. 2030+: Implement the long-term Fernside Project with two-way bikeway installation, removal of westbound right-turn slip lane, and remaining intersection improvements (currently planned for after 2030, pending external funding availability).

The phased implementation approach accelerates safety improvements while managing traffic redistribution in the neighborhood.

Recommended phased implementation is depicted in the following concept design sequence:

1. Quick-Build Improvements
(2026)

2. Alternative A with Neighborhood
Traffic Calming (after 2026)

3. Alternative A with Long-Term
Fernside Project (2030+)

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
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1. Purpose
This report evaluates design alternatives to improve safety at the High/Fernside/Gibbons intersection in the City of Alameda as part of the multi-phase Fernside Project.

High/Fernside/Gibbons is a complex intersection with five legs that serves vehicular access to the High Street Bridge at a gateway to the island. The intersection should be simplified for pedestrian and multi-modal safety, and to support intersection operations with the long-term Fernside Project.

The Fernside Project includes a future plan for a two-way bikeway that the traffic signal phasing must accommodate. This report presents three design alternatives for the intersection and evaluates their performance in two parts:

1. Intersection Safety and Operations: This analysis evaluates how well the design alternatives improve safety and simplify traffic operations for High/Fernside/Gibbons with the long-term Fernside Boulevard corridor design.

2. Neighborhood Traffic Circulation: This second analysis evaluates the effect of the same design alternatives on neighborhood traffic circulation on Gibbons Drive and parallel neighborhood streets.

The discussion concludes with a design recommendation for the High/Fernside/Gibbons intersection considering both these analyses. This report recommends a phased implementation that balances safety improvements, intersection traffic operations, redistributed traffic on neighborhood streets, and construction timeframe.

2. Background
The Fernside Project will reduce traffic speeds and improve safety and mobility for roadway users, while implementing adopted plans and policies applicable to the corridor between Tilden Way and San Jose Avenue.
1 This corridor project began community engagement and design alternatives in 2023, presenting near-term options for construction in 2026 with planned repaving and long-term design alternatives for implementation after 2030. As a result of this outreach and analysis, the City Council approved near- and long-term concept plans on March 18, 2025. The near-term design includes buffered bike lanes, pedestrian safety improvements, and traffic calming on Fernside Boulevard west of High St. The long-term concept includes pedestrian median islands and a two-way separated bikeway on the north/east side of Fernside Boulevard, pending external funding availability.

The High/Fernside/Gibbons intersection (Figure 1) currently operates with five approaches, each with traffic signal control. The intersection has long pedestrian crossings and a layout that allows high vehicle speeds. During the concept development and outreach for the Fernside Project held in winter 2024/2025 and Spring 2025, the High/Fernside/Gibbons intersection was identified by staff and community members as an important location in need of safety and operational improvements for people walking, biking, and driving.

1 https://www.alamedaca.gov/Departments/Planning-Building-and-Transportation/Transportation/Fernside- Boulevard-Traffic-Calming-Bikeways-Project

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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Figure 1 - Existing High/Fernside/Gibbons Intersection

Source: Parametrix, 2025.

City staff and the consultant team evaluated the potential for a future roundabout but determined that the available right-of-way is not sufficient. After determining that a roundabout would not be feasible, the team developed an intersection design concept (Alternative A, Figure 2) that simplifies the south side of the intersection by removing the Gibbons leg and limiting northbound Gibbons traffic to right-turn only onto High Street. This design aims to simplify the intersection, shorten pedestrian crossings, reduce vehicle speeds through the intersection, and reduce traffic signal wait times.

Because of the safety needs at the intersection, at the March 18, 2025 City Council meeting, staff also presented the option of constructing these improvements with the near-term Fernside Project in 2026 instead of with the long-term concept after 2030. The City Council directed staff to return to Council after conducting their planned traffic study evaluating the safety, operation, and redistributed traffic effects of the concept. Cost estimates are provided for comparison and consideration.

This traffic study presents the design concept presented to City Council (Alternative A) alongside alternative concepts (Alternatives B and C) to answer three key questions for study:

1. How well do the alternatives improve safety, simplify operations, and reduce vehicle speeds at High/Fernside/Gibbons as part of the long-term Fernside Project concept with a two-way bikeway?

2. What effect do the alternatives have on cut-through traffic on Gibbons Drive and how will traffic redistribute on parallel neighborhood streets?

3. How do project phasing options balance the High/Fernside/Gibbons intersection needs with broader traffic calming needs in the neighborhood?

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
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3. Alternatives Summary
Three potential alternatives for the High/Fernside/Gibbons intersection to address existing safety and operational concerns are evaluated in this study:

A. Realign Gibbons, restrict northbound Gibbons to right-turns only B. Realign Gibbons, allow all northbound turning movements with traffic signal C. Low-cost improvements using pavement markings, flexible bollards, and signage (“quick- build”)
Each of these alternatives is described in more detail and displayed in context of the long-term two- way bikeway planned for installation by the Fernside Project. The Fernside Project will implement improvements on the north side of the intersection; each of the alternatives differ primarily in the improvements shown on the southwest corner of the intersection.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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Alternative A (Figure 2) would realign Gibbons Drive to intersect High Street south of Fernside Boulevard. This concept would restrict northbound Gibbons vehicles to right-turns only at High Street.

This concept would install a concrete curb extension that would provide additional area for pedestrians at the southwest corner of Fernside and Gibbons and would shorten crosswalk lengths.

The estimated cost for implementing these improvements to the Gibbons leg of the intersection (not including the improvements on the north side of Fernside Boulevard) is about $600,000.

Figure 2 – Alternative A

Source: Parametrix, 2025.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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Alternative B (Figure 3) would implement similar realignment of Gibbons Drive to High Street and concrete curb extension at the southwest corner of Fernside and Gibbons. A new traffic signal would retain the ability for vehicles traveling northbound on Gibbons to turn left onto High Street or Fernside. Due to Alternative B requiring new traffic signal equipment, it would be the most expensive of the alternatives, with an estimated cost of about $850,000.

Figure 3 - Alternative B

Source: Parametrix, 2025.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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Alternative C (Figure 4) would construct an expansion of the southwest corner using low-cost materials such as pavement markings, flexible bollards, and enhanced signage, also known as “quick-build” safety treatments,. This concept would provide a painted extension of the southwest intersection corner of Fernside and Gibbons, outlined with bollards, to calm traffic and provide additional protection for pedestrians crossing the southern leg of High Street. In long-term implementation, pedestrian signal heads for the crosswalks on the Gibbons Drive intersection leg would also be installed. The estimated cost for this alternative is about $150,000.

Figure 4 - Alternative C

Source: Parametrix, 2025.

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City of Alameda

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4. Analysis 1. Intersection Safety and Operations
This section addresses the first study question by analyzing how well the alternatives improve safety, simplify operations, and reduce vehicle speeds at High/Fernside/Gibbons. The evaluation incorporates the long-term plan for a two-way bikeway on the north and east side of Fernside Boulevard scheduled for implementation after 2030.

4.1 Existing Conditions: Intersection Safety
The existing intersection configuration presents pedestrian safety concerns based on crash records, public meeting feedback, and direct observations (Figure 5). High vehicle speeds are common; on Fernside Boulevard, 15% of vehicles travel at least 10 miles per hour over the speed limit. Marked crosswalks at this intersection are long, measuring more than 75 feet across the west Fernside Boulevard leg and south High Street leg. These two crosswalks provide access to AC Transit bus stops located on the north and south side of Fernside Boulevard west of High Street.

The right-turn slip lanes entering northbound and southbound High Street allow drivers to maintain higher speeds when turning, and pose risk to pedestrians at additional conflict points adjacent to the intersection. People crossing Gibbons Drive must traverse three vehicle lanes separated by median islands that do not comply with Americans with Disabilities Act accessibility standards. There are no pedestrian signals at the Gibbons Drive approach; pedestrians crossing Gibbons Drive have no indicators of when it is safe to cross and must use their judgment for when there is a gap in vehicle traffic. This arrangement poses a specific challenge for people who are blind or have low vision.

Figure 5 - Intersection Safety Existing Conditions

Source: Parametrix, 2025.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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On-street striped bike lanes exist on Fernside Boulevard and are marked through the intersection. In advance of the intersection’s westbound right-turn slip lane, bicyclists are exposed to a 100-foot-long mixing zone with vehicles entering the right-turn lane, and must subsequently travel for another 200 feet between two vehicle lanes. People commenting during the community outreach for the Fernside Project identified this configuration as a barrier preventing cyclists of all ages and abilities from comfortably using Fernside Boulevard.

The intersection also presents safety and operational challenges for drivers. During field observations, some motorists traveling northbound on Gibbons Drive appeared to be confused while navigating the intersection approach lanes and understanding the traffic signal indications. One vehicle was observed turning left onto northbound High Street from the right-turn slip lane. Many southbound High Street vehicles were observed turning onto Gibbons Drive at high speed.

There were 22 crashes reported at High/Fernside/Gibbons between 2017 and 2021, six of which resulted in injury. One of these crashes involved a pedestrian, and one involved a bicyclist. The primary collision factor in 55% of the crashes was improper turning; other common factors include unsafe speed and failure to yield. Five of the 22 crashes occurred at night.

4.2 Existing Conditions: Intersection Traffic Operations Traffic counts were conducted on Wednesday, May 21, 2025 at the intersection of High/Fernside/Gibbons. Counts were performed between the hours of 7 AM–9 AM and 4 PM–6 PM; these times encompass the typical weekday commute peak hours. Existing peak hour vehicle turning movements are displayed in Figure 6.

Figure 6 - Existing Peak Hour Vehicle Volumes AM & PM

Source: Parametrix, 2025.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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Intersection operations analysis was performed following the approach contained in the Highway Capacity Manual, 2000.2 Analysis was conducted using Synchro 11 software (Trafficware) based on physical roadway network infrastructure geometry and existing intersection signal control.

The counts data and the HCM methodology were used to generate estimates of vehicle delay during the peak hour of AM and PM traffic. Vehicle delay reflects additional travel or wait time experienced by a vehicle compared to ideal travel time expected for the analysis conditions. Delay results are frequently simplified into Level of Service (LOS), which is a qualitative grade that describes operating conditions and service measures experienced by vehicle roadway users, and is expressed on a scale from “A” (free-flow travel) to “F” (stop-and-go traffic with long queues).

Vehicle delay and LOS are common metrics for evaluating intersection operational performance; this analysis applies these measures to the Gibbons/High/Fernside intersection within the context of the Fernside Project's primary objective to improve safety for all roadway users. Vehicle delay and LOS provide insights into the relative performance of alternatives, understanding specific vehicle movements that are more difficult to service with the traffic signal timing, and other effects such as potential redistribution of vehicles onto local streets. However, LOS also has limitations, as it provides a simplified view of vehicle system performance that may not fully reflect the complexities of traffic flow and integration with other traffic-influencing factors, such as operation of the High Street Bridge.

Table 1 indicates that High/Fernside/Gibbons currently operates at acceptable LOS C during the AM and PM peak hours, with average vehicle delay of 31 seconds and 21 seconds, respectively.

Eastbound Fernside Boulevard experiences the highest delay at 50 seconds (LOS D) during the AM peak, while northbound High Street and Gibbons Drive operate at LOS D during the AM peak period.

PM peak hour operations show comparatively better performance across all approaches, with delays ranging from 13 to 32 seconds and no approaches operating worse than LOS C.

Table 1 - Existing Delay and LOS
AM Peak PM Peak
Intersection Approach Direction Vehicle Delay
(seconds) LOS Vehicle Delay
(seconds) LOS
High Street Northbound 38 D 30 C
High Street Southbound 21 C 19 B
Fernside Boulevard Eastbound 50 D 29 C
Fernside Boulevard Westbound 24 C 13 B
Gibbons Drive Northbound 42 D 32 C
High/Fernside/Gibbons Intersection Average 31 C 21 C
Source: Parametrix, 2025.

Notes: LOS = Level of Service.

The northbound High Street approach experiences the longest vehicle queues, with median queue lengths of 200 feet during the AM peak hour and 130 feet during the PM peak hour.

Synchro input and output files for the Existing Conditions scenario are included in Appendix A.

2 Transportation Research Board, Highway Capacity Manual 2000. This is the only version of the HCM that can analyze a five-legged intersection.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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4.3 Alternatives: Intersection Safety
Evaluation of the three alternatives was conducted considering long-term implementation of the Fernside Project concept on the north side of the High/Fernside/Gibbons intersection. All three alternatives include the same long-term safety improvements on the north side: closure of the westbound Fernside right-turn slip lane to remove multi-modal conflicts; a two-way separated bikeway with a dedicated traffic signal phase; and traffic calming elements on Fernside Boulevard including narrowed vehicle travel lanes. In addition to improvements on the north side of High/Fernside/Gibbons, the three alternatives focus on safety improvements at the southwest corner of the intersection.

Alternative A would simplify intersection geometry and realign the Gibbons approach to intersect High Street south of Fernside Boulevard. This alternative would improve safety by installing a concrete curb extension at the southwest intersection corner and by prohibiting left turns from the realigned Gibbons Drive. Alternative A would include the following safety enhancements:
• Increases the southwest corner pedestrian waiting area • Reduces crosswalk length across the eastern leg of Fernside Boulevard (result of the Fernside Project improvements on the north side of the intersection) from 75 feet to 40 feet, and reduces crosswalk length across the southern leg of High Street from 80 feet to 45 feet. • Reduces the number of vehicle lanes across the Gibbons Drive intersection leg traversed by pedestrians from three to two, shortens these crossing distances, and moves this crosswalk away from the signal at Fernside Boulevard.
• Clarifies northbound Gibbons vehicle movements with road realignment, striping, and signage
• Reduces southbound vehicle speeds turning onto Gibbons Drive • Removes conflicting vehicle movements associated with left turns from Gibbons Drive Alternative B would implement similar intersection simplification and include most of the same safety improvements as Alternative A, with the exception of removing conflicting vehicle movements from Gibbons Drive left turns. Alternative B would integrate a traffic signal at the realigned Gibbons approach to High Street and would provide a dedicated signal phase for vehicles to turn from Gibbons Drive onto High Street and Fernside Boulevard.

Alternative B also would provide pedestrian signal heads across the Gibbons leg as a result of keeping this approach signalized. This arrangement presents a challenge for the time sequence of the pedestrian walk phase. For example, southbound drivers on High Street after passing Fernside would be required to yield to pedestrians when turning right on Gibbons as the second cross-street of the intersection, while pedestrian signal heads simultaneously indicate pedestrian right-of-way to cross Gibbons. This is a non-typical arrangement due to the close spacing of signalized cross-streets and would require further detailed design treatments to avoid conflicts resulting from right-of-way confusion.

Alternative C would be the least effective concept in terms of safety improvement and would not make substantive changes to existing intersection design. Alternative C would result in the following safety enhancements:

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• Reduces crosswalk length across the eastern leg of Fernside Boulevard (result of the Fernside Project improvements on the north side of the intersection) from 75 feet to 45 feet.

Does not change crosswalk length across the southern leg of High Street or Gibbons Drive. • Clarifies northbound Gibbons vehicle movements with striping and signage • Reduces southbound vehicle speeds turning onto Gibbons Drive (to lesser degree compared to Alternatives A and B)
Alternative C would not extend the southwest corner pedestrian waiting area with a raised curb and would not reduce the number of Gibbons driving lanes crossed by pedestrians. Alternative C would also incorporate pedestrian signal heads across the Gibbons leg, but this presents similar challenges for the timing of the pedestrian walk phase as described for Alternative B.

In summary, Alternative A would provide the most substantial safety enhancements by reconfiguring the intersection geometry through realignment of Gibbons Drive, installation of concrete curb extensions, reduction of intersection crosswalk lengths, simplification of the Gibbons crossing, and removing intersection conflicts associated with left turns from Gibbons. Alternative B would result in similar intersection safety improvements, but would not restrict left turns from Gibbons into the intersection, and would also result in a non-standard traffic signal arrangement that would require comprehensive design evaluation to address pedestrian and vehicle interaction at the Gibbons leg.

Alternative C would provide the lowest level of safety improvements through striping, signage, and flexible bollards without substantial geometric changes, resulting in limited crosswalk reduction and no enhancement of the pedestrian waiting area.

4.4 Alternatives: Operations
The traffic model used to evaluate existing conditions was modified to analyze traffic operations for each of the alternatives at the High/Fernside/Gibbons intersection. The models reflect the long-term conditions after the Fernside Project would be implemented and in place, accounting for future signal timing and operational performance of the two-way bikeway and closure of the westbound right-turn slip lane. Traffic volumes in the Alternative A model were adjusted to account for the re- distribution of cut-through traffic due to the turning movement restriction, as discussed in section

5.1. Table 2 – Intersection Operations Analysis Results for Long-Term Alternatives AM Peak PM Peak
Intersection Vehicle Delay
(seconds) LOS Vehicle Delay
(seconds) LOS
Existing Conditions 31 C 21 C
Long-Term Baseline Conditions* 50 D 37 D
Alternative A 37 D 28 C
Alternative B 72 E 63 E
Alternative C 51 D 41 D
Source: Parametrix, 2025.
*Note: Long-Term Baseline Conditions reflect intersection operation conditions after installation of Fernside Project improvements on the north side of the intersection, without improvements on the south side of the intersection.

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Intersection operations analysis results (Table 2) indicate that average vehicle delay at the High/Fernside/Gibbons intersection would increase for each alternative compared to existing conditions. The intersection would operate less efficiently for vehicles in the long-term for all alternatives because of safety improvements on the north side of the intersection. However, the alternatives differ in how much delay would result with the long-term project.

Alternative A would remove the signalized Gibbons approach to the intersection and reallocate the existing Gibbons green phase duration to other movements. This intersection simplification would enable operation of the additional two-way bikeway without substantial degradation of service.

Average vehicle delay would increase by six to seven seconds during peak periods compared to existing conditions, and the intersection would operate similarly compared to existing conditions, at LOS D in the AM peak and LOS C in the PM peak period. Simplification of the intersection to four legs would also allow for greater flexibility to adjust signal timing and improve operations based on evolving traffic patterns in the future. Of the three alternatives, Alternative A would operate most efficiently under future conditions.

Under Alternative B, average vehicle delay would increase more than 40 seconds compared to existing conditions, with the intersection operating at LOS E during AM and PM peak periods The HCM characterizes LOS E as unstable operation where minor disturbances in traffic flow can cause breakdown conditions, where freedom to maneuver is difficult with users experiencing frustration and poor comfort and convenience. It is particularly challenging to accommodate the existing lengthy vehicle queues on the northbound High Street approach, which would lead to average vehicle delay more than doubling and tripling compared to existing conditions.

For Alternative C, integration of the two-way bikeway would result in average vehicle delay increasing by 20 seconds, with the intersection operating at LOS D in both AM and PM peak periods.

4.5 Conclusions: Intersection Safety and Operations
This analysis evaluated the different impacts of the proposed alternatives on intersection safety and operations. Alternative A would result in substantial safety improvements while largely maintaining the existing intersection service level. Alternative B would provide similar safety benefits but would result in unstable intersection traffic conditions. Alternative C would present the least safety benefit and would result in greater increase of average vehicle delay compared to Alternative A. Given these results, Alternative A would offer the most advantageous combination of intersection safety and intersection traffic operations improvements compared to existing conditions.

A summary of each alternative’s effectiveness against these considerations is presented in Table 3.

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City of Alameda

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Table 3 – Intersection Alternative Summary
Alternative Intersection Safety Intersection Traffic Operations Existing Existing
AM delay: 31 sec
PM delay: 21 sec
LOS C
Long-Term Baseline Same as existing
AM delay: 50 sec
PM delay: 37 sec
LOS D
A Shorter pedestrian crossings, slower
vehicle turns, simplified geometry
AM delay: 37 sec
PM delay: 28 sec

LOS C/D
B Shorter pedestrian crossings, slower
vehicle turns, simplified geometry
AM delay: 72 sec
PM delay: 63 sec
LOS E
C Minor improvements; ped signal crossing
Gibbons
AM delay: 51 sec
PM delay: 41 sec
LOS D
Source: Parametrix, 2025.
*Note: Long-Term Baseline reflect intersection operation conditions after installation of Fernside Project improvements on the north side of the intersection, without improvements on the south side of the intersection.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

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5. Analysis 2. Neighborhood Traffic Circulation
This section addresses the second study question by analyzing the effects of each alternative on cut- through traffic on Gibbons Drive and the resulting traffic redistribution on parallel neighborhood streets.

5.1 Existing Conditions: Neighborhood Traffic Circulation The roadway network near the High/Fernside/Gibbons intersection is shown in Figure 7 with Street Classifications from the 2040 Alameda General Plan and planned Neighborhood Greenways from the Alameda Active Transportation Plan. Street classifications that are for citywide vehicle circulation are shown in blue. Of streets intersecting High/Fernside/Gibbons, Fernside Boulevard and High Street are Neighborhood Connector streets, while Gibbons Drive is a Neighborhood Local Street.

Figure 7 - Roadway Network in the Vicinity of the High/Fernside/Gibbons Intersection

Source: Parametrix, 2025.

The neighborhood bordered by Fernside Boulevard, High Street, Santa Clara Avenue, and Broadway consists primarily of Neighborhood Local Streets with speed limits of 25 mph and parallel parking on both sides of the street. Neighborhood Local Streets in Alameda have a target design speed of 20 mph and typical daily volumes of less than 1,000 vehicles per day up to 4,000 vehicles per day. Of the Neighborhood Local Streets in the study area, Gibbons Drive measures 40 feet in width, Northwood Drive, Southwood Drive, Lincoln Avenue, Versailles Avenue, and Pearl Street are 35 feet

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wide, and other neighborhood streets are generally 30 feet wide. Sidewalks are present on both sides of the streets, and no official bicycle facilities currently exist within the neighborhood.

The City’s Active Transportation Plan identifies several Neighborhood Local Streets including Gibbons Drive as future Neighborhood Greenways. Neighborhood Greenways target average daily traffic of 1,500 vehicles or less, with less than 50 cars in the peak direction at peak hour, and a vehicular travel speed of 20 miles per hour (mph). While this project will not implement any of the Neighborhood Greenways in the neighborhood, the target vehicle speeds and volumes are a helpful measure of what the City and national design guidance consider low traffic volumes suitable for walking and bicycling.

Current volumes and speeds were measured on May 21, 2025 on Gibbons Drive. Approximately 2,200 daily vehicles travel on Gibbons Drive, with an average speed of 27 mph in both directions. 85th percentile speed, which is the speed at which 85% of vehicles travel at or below, was recorded at 31 mph in both directions. Traffic volumes were also recorded on Cornell Drive and Bayo Vista Avenue, as these streets are alternative routes for traffic to cut through the neighborhood.

Table 4 displays AM and PM peak hour traffic volumes on Gibbons Drive north of Cornell Drive, Cornell Drive south of Fernside Boulevard, and Bayo Vista Avenue west of High Street. Approximately 220 vehicles traveled on Gibbons Drive in the peak AM and PM hour. Peak hour volumes on Cornell Drive and Bayo Vista Avenue are less than one-tenth the volumes of Gibbons Drive.

Table 4 – Existing Traffic Volumes on Neighborhood Streets AM Peak Hour Traffic PM Peak Hour Traffic Estimated
Daily Traffic Roadway Northbound /
Eastbound
Southbound /
Westbound
Northbound /
Eastbound
Southbound /
Westbound
Gibbons Drive,
north of Cornell Drive 98 122 76 144 2,200
Cornell Drive,
south of Fernside Boulevard 13 5 4 8 160
Bayo Vista Avenue,
west of High Street 3 10 6 10 150
Source: Parametrix, 2025.

Surveys were conducted on Gibbons Drive during the AM and PM peak periods on May 20, 2025.

Observers recorded vehicles that traveled northbound and southbound at two neighborhood gateway locations: south of the High/Fernside/Gibbons intersection, and north of the Gibbons/Santa Clara intersection. Vehicles that were recorded traveling through both gateways in sequence in the same direction were identified as cut-through traffic.

Between 55%–65% of the observed vehicles over the AM and PM two-hour period traveling in both directions on Gibbons Drive passed through the neighborhood from Santa Clara Avenue to High/Fernside/Gibbons (Figure 8). This pattern suggests that, in both directions, Gibbons Drive is currently used by cut-through traffic more frequently than by local residents who travel to or from a destination within the neighborhood.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

18 September 2025 │
Figure 8 - Number of Vehicles Observed on Gibbons Drive Traveling to and Cutting-Through the Neighborhood During Peak Two-Hour Period

Source: Parametrix, 2025.

5.2 Alternatives: Neighborhood Traffic Circulation
For Alternative A, northbound Gibbons would be restricted to right turns only onto High Street. This would result in all northbound vehicles seeking to turn left onto High Street or Fernside Boulevard to take alternate routes. Alternative B and Alternative C would not include turn restrictions. For these alternatives, it was assumed that no vehicle trips would be re-routed and vehicles would follow existing travel routes. This section provides an analysis of re-routed trips in the Alternative A scenario and resulting effects for peak hour traffic volumes, in comparison with existing conditions and Alternatives B and C, which would not alter existing travel patterns.

For the neighborhood traffic circulation analysis of Alternative A, peak hour vehicle trips traveling northbound on Gibbons Drive to the High/Fernside/Gibbons intersection were redirected onto one of the following potential alternative routes:
i. Gibbons Drive to Cornell Drive to Fernside Boulevard ii. Gibbons Drive to Southwood Drive to Bayo Vista Avenue to High Street iii. Broadway to Tilden Way to Fernside Boulevard
iv. Santa Clara Avenue or Central Avenue to High Street v. Other neighborhood streets exiting directly onto Fernside Boulevard or High Street Trip redistribution analysis was conducted assuming various factors, including vehicle origin/destination, alternate route availability and access points, and traveled trip distance. This 0 20
40 60
80 100
120
140
160
Southbound AM Southbound PM Northbound AM Northbound PM Number of Vehicles
Neighborhood-Related Vehicles Cut-Through Vehicles

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

September 2025 │ 19
analysis applied trip redistribution assumptions for Alternative A that reflect characteristics specific to northbound Gibbons alternative routes such as street width, stop-controlled intersections, on- street parking occupancy, number and difficulty of turns, overall driver perception of travel time and speed-influencing factors, and sense of arrival onto the primary roadway network. Considering these factors, a small proportion of vehicles were conservatively assumed to be redirected around the neighborhood on alternative routes (iii) and (iv). It was also assumed that slightly more redistributed traffic would travel on alternative (i) compared to alternative route (ii).

Figure 9 - Estimated Redistributed Northbound Gibbons Traffic for Alternative A, Reflecting Turn Restriction at High/Fernside/Gibbons

Source: Parametrix, 2025.

Figure 9 displays assumed analysis percentages of redistributed traffic. These figures include all traffic that exits northbound Gibbons at High/Fernside/Gibbons, including trips that originate within and outside of the neighborhood. The analysis results represent modeled scenarios; actual trip redistribution patterns may vary due to daily fluctuations in network congestion, travel demand, and other operational factors.

Alternative A would result in approximately 10% of all northbound trips re-routing on alternative routes (iii) and (iv). Since more than half of existing trips are cut-through trips originating outside of the neighborhood, more than 20% of existing northbound cut-through trips would be routed fully around the neighborhood.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

20 September 2025 │
For Alternative A, applying redistributed trip assumptions would result in an additional 40-50 vehicles during the AM and PM peak hours traveling on Bayo Vista Avenue approaching High Street compared to existing conditions, or an additional vehicle traveling on Bayo Vista every 1.2 to 1.5 minutes during peak hours. An additional 25-35 vehicles during the AM and PM peak hours would travel on Cornell Drive approaching Fernside Boulevard, or an additional vehicle every 1.8 to 2.4 minutes.

Figure 10 - Estimate of Redistributed Vehicle Trips for Alternative A

Source: Parametrix, 2025.

The number of AM and PM peak hour redistributed trips for Alternative A are displayed on Figure 10.

Table 5 includes resulting bi-directional peak hour and estimated daily traffic volumes for Alternative A, which would fall within the target range for Neighborhood Local Streets of less than 1,000 to 4,000 vehicles per day.

Table 5 – Estimated Vehicle Volumes for Alternative A
Existing Alternative A
Roadway AM
Peak Hour
PM
Peak Hour
Estimated
Daily Traffic
AM
Peak Hour
PM
Peak Hour
Estimated
Daily Traffic
Gibbons Drive,
north of Cornell Drive 220 220 2,200 161 172 1,300 – 1,400 Cornell Drive,
south of Fernside Boulevard 18 12 160 51 37 400 – 500
Bayo Vista Avenue,
west of High Street 13 16 150 63 55 550 – 650
Source: Parametrix, 2025.

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

September 2025 │ 21
Note: volumes for Alternative B and Alternative C are the same as those listed under Existing conditions.

Table 6 indicates that redistributed vehicles on eastbound Bayo Vista Avenue approaching High Street would increase the average vehicle delay of this stop-controlled left turn by an additional five to six seconds in the AM and PM peak hour, from 13-14 seconds to 18-20 seconds. Additional vehicles on northbound Cornell Drive approaching Fernside Boulevard would not noticeably increase vehicle delay at this intersection, as gaps in Fernside Boulevard traffic would be able to accommodate additional right-turns.

Table 6 – Average Side Street Approach Vehicle Delay for Alternative A Average Vehicle Delay (Seconds)
Existing Alternative A
Intersection Approach Direction AM PM AM PM
Cornell Drive approaching Fernside Boulevard Northbound 12 12 12 12 Bayo Vista Avenue approaching High Street Eastbound 13 14 18 20 Source: Parametrix, 2025.

Note: values for Alternative B and Alternative C are the same as those listed under Existing conditions.

Traffic analysis for Alternative A shows that 95th percentile vehicle queues—representing queue lengths with a five percent probability of being exceeded during peak hours—would remain under 30 feet on both eastbound Bayo Vista Avenue approaching High Street and northbound Cornell Drive approaching Fernside Boulevard. These results indicate that the additional redistributed traffic would not block driveway access along these residential streets.

On Gibbons Drive, which has a 25 mph speed limit, 15% of vehicles were recorded traveling faster than 31 mph. Traffic redirected to Cornell Drive and Bayo Vista Avenue by Alternative A would likely travel at similar speeds. Nearly half of redirected northbound vehicles would be cut-through traffic originating from outside the neighborhood. In the absence of additional traffic calming focused on reducing vehicle speeds, the added vehicles traveling on Cornell Drive and Bayo Vista Avenue may continue to travel above the speed limit.

Installation of traffic calming elements such as speed humps, gateway treatments, intersection and traveled way narrowing, and other installations that reduce vehicle speeds on local streets such as Southwood, Bayo Vista, Cornell, and Gibbons is not in the scope of the Fernside Project but would help manage speeds of redistributed traffic. Neighborhood traffic calming would not only reduce average speeds of cut-through drivers on local streets, but would also increase the perceived difficulty of the neighborhood streets as suitable alternative routes for cut-through traffic, leading more drivers to travel on designated citywide circulation streets and reducing cut-through volumes in both northbound and southbound directions.

5.3 Conclusions: Neighborhood Traffic Circulation
Gibbons Drive currently functions as a cut-through route rather than serving primarily local neighborhood traffic, with over half of observed vehicles traveling through the entire neighborhood corridor during peak periods.

Alternative A would redirect approximately 20% of existing northbound cut-through traffic around the neighborhood, while also resulting in increased traffic on alternative neighborhood routes along Cornell Drive, Southwood Drive and Bayo Vista Avenue. Though resulting volumes on these streets would be manageable, re-routed drivers may cut-through the alternative routes at high speed,

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

22 September 2025 │
particularly on Southwood Drive and Bayo Vista Avenue, offsetting the benefit of traffic reduction on Gibbons Drive. Prior to implementation of Alternative A, traffic calming strategies should be applied to parallel neighborhood streets.

In contrast, Alternatives B and C would maintain existing travel routes. These alternatives would not reduce cut-through traffic on Gibbons Drive and would also not result in redirected trips on Bayo Vista and Cornell.

6. Conclusion and Recommendation
Analysis 1, which investigates intersection safety and operations, demonstrates that Alternative A would result in improved intersection safety and would provide the best intersection operations in both near- and long-term implementation. Analysis 2, the neighborhood traffic circulation analysis, identifies that substantial cut-through traffic traveling at high speeds would be somewhat reduced by the turn restriction of Alternative A, but redirected traffic onto other local streets such as Southwood Drive, Bayo Vista Avenue, and Cornell Drive pose trade-offs that would contrast with the reduced volumes on Gibbons Drive. Therefore, Alternative A is still the recommended design alternative.

The third study question considers how phasing options for Alternative A can balance the Gibbons/High/Fernside intersection needs with broader traffic calming needs in the neighborhood.

This study question also addresses City Council direction to evaluate potential intersection safety upgrades with the near-term Fernside Project in 2026 instead of with the long-term concept after 2030.

As discussed in Section 5, comprehensive neighborhood traffic calming on local streets including Gibbons Drive, Southwood Drive, Bayo Vista Avenue, and Cornell Drive should be in place before or along with implementation of Alternative A. As traffic calming is not in the scope of the 2026 near- term Fernside Project, it is not recommended to implement Alternative A in 2026.

Still, the 2026 near-term Fernside Project does provide an opportunity to incorporate safety improvements to the High/Fernside/Gibbons intersection to the extent possible without impacting neighborhood traffic circulation. It is recommended to install striping, bollards, and signage to slow vehicle turns and clarify vehicle approaches on the Gibbons intersection leg. These “quick-build” installations are within the scope parameters of a typical City paving project. This concept would be similar to Alternative C, but without installation of pedestrian signal heads on the Gibbons leg or other signal upgrades, which are usually outside the scope of paving program implementation.

Design and installation of neighborhood traffic calming and Alternative A prior to implementation of the long-term Fernside Project after 2030 would accelerate the concept’s safety improvements to the High/Fernside/Gibbons intersection while addressing the effects of re-routed trips in the neighborhood. Due to the need for the long-term Fernside Project to secure external funding and the existing High/Fernside/Gibbons safety and operational challenges, it is recommended to seek opportunity to implement both neighborhood traffic calming and Alternative A prior to the long-term Fernside Project completion (after 2030).

Implementation of Alternative A prior to the long-term Fernside Project completion would result in more efficient High/Fernside/Gibbons intersection operations due to the removal of the northbound Gibbons approach to the intersection, which would allocate additional green signal duration to other intersection movements before integration of the two-way bikeway signal phasing. Vehicle delay at

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

September 2025 │ 23
all approaches would decrease if Alternative A were implemented prior to the long-term Fernside Project completion.

Therefore, the resulting recommended implementation sequencing for intersection improvements is as follows, and depicted in Figure 11:

1. Install “quick-build” safety improvements on the southwest corner of the intersection as part of the near-term Fernside Project (currently planned for 2026)

2. Implement comprehensive neighborhood traffic calming on Gibbons Drive, Southwood Drive, Bayo Vista Avenue, and Cornell Drive (not currently included in an existing project), followed by implementation of Alternative A on the southwest corner of the intersection

3. Implement the long-term Fernside Project with two-way bikeway installation, removal of westbound right-turn slip lane, and remaining intersection improvements (currently planned for after 2030, pending external funding availability)

1. Quick-Build Improvements
(2026)

2. Alternative A with Neighborhood
Traffic Calming (after 2026)

3. Alternative A with Long-Term
Fernside Project (2030+)
Figure 11 - Recommended Phased Implementation of Gibbons Improvements

Gibbons/High/Fernside Intersection Analysis for the Fernside Boulevard Traffic Calming and Bikeways Project
City of Alameda

24 September 2025 │

Intersection Operations
Analysis Synchro Worksheets
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.998 0.998
Flt Protected 0.984 0.950 0.998 0.999
Satd. Flow (prot) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Flt Permitted 0.984 0.950 0.998 0.999
Satd. Flow (perm) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 5 6 7 6 6 7 6 5
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Adj. Flow (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 4 0 0 344 0 0 290 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (Veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Hourly flow rate (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Pedestrians 6 7 7 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.93 0.93 0.93 0.93 0.93 0.93
vC, conflicting volume 662 665 297 670 665 339 292 335
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 602 605 210 610 605 339 205 335
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 99 100 100 99 100
cM capacity (veh/h) 373 374 766 362 374 696 1268 1217
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 4 344 290
Volume Left 4 4 16 4
Volume Right 4 0 4 4
cSH 450 362 1268 1217
Volume to Capacity 0.03 0.01 0.01 0.00
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 13.2 15.1 0.5 0.1
Lane LOS B C A A
Approach Delay (s) 13.2 15.1 0.5 0.1
Approach LOS B C
Intersection Summary
Average Delay 0.7
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 85 131 24 2 5 278 181 1 65 218 1 172 Future Volume (vph) 85 131 24 2 5 278 181 1 65 218 1 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 350 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.97 1.00 1.00
Frt 0.850 0.850 0.999
Flt Protected 0.950 0.997 0.985 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1857 1583 0 0 1832 0 1770 Flt Permitted 0.290 0.980 0.804 0.950
Satd. Flow (perm) 538 1863 1531 0 0 1823 1583 0 0 1493 0 1770 Right Turn on Red Yes Yes
Satd. Flow (RTOR) 193 1
Link Speed (mph) 25 25 25
Link Distance (ft) 509 699 372
Travel Time (s) 13.9 19.1 10.1
Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Peak Hour Factor 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 112 179 32 4 12 299 193 4 112 253 4 212 Shared Lane Traffic (%)
Lane Group Flow (vph) 112 179 32 0 0 315 193 0 0 373 0 212 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Left Right Left Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 1 2 1
Detector Template Left Thru Right Left Left Thru Right Left Left Thru Left Leading Detector (ft) 20 100 20 20 20 100 20 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 20 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94
Detector 2 Size(ft) 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0
Turn Type Perm NA Perm Perm Perm NA Free Perm Perm NA Prot Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Lane Group SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 88 4 6
Future Volume (vph) 190 116 74 88 4 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.98
Frt 0.850 0.989 0.850
Flt Protected 0.956
Satd. Flow (prot) 1863 1583 0 1758 0 1583
Flt Permitted 0.956
Satd. Flow (perm) 1863 1537 0 1753 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 164
Link Speed (mph) 25 25
Link Distance (ft) 1329 596
Travel Time (s) 36.2 16.3
Confl. Peds. (#/hr) 2 3 2 2 2
Peak Hour Factor 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 104 8 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 260 227 0 112 0 8
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Right Left Right Right
Median Width(ft) 12 12
Link Offset(ft) 0 0
Crosswalk Width(ft) 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 2 1 1 1
Detector Template Thru Right Left Right
Leading Detector (ft) 100 20 20 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 6 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94
Detector 2 Size(ft) 6
Detector 2 Type Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0
Turn Type NA Perm Prot Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Protected Phases 8 8 6 5
Permitted Phases 8 8 8 8 Free 6 6
Detector Phase 8 8 8 8 8 8 6 6 6 5
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 12.0 12.0 12.0 8.0 Minimum Split (s) 30.6 30.6 30.6 30.6 30.6 30.6 29.6 29.6 29.6 12.2 Total Split (s) 31.0 31.0 31.0 31.0 31.0 31.0 30.0 30.0 30.0 23.0 Total Split (%) 31.0% 31.0% 31.0% 31.0% 31.0% 31.0% 30.0% 30.0% 30.0% 23.0% Maximum Green (s) 26.4 26.4 26.4 26.4 26.4 26.4 25.4 25.4 25.4 18.8 Yellow Time (s) 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.2 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.6 4.6 4.6 4.6 4.6 4.2
Lead/Lag Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 2.2 2.2 2.2 1.2 Recall Mode None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 19.0 19.0 19.0 19.0 19.0 19.0 18.0 18.0 18.0 Pedestrian Calls (#/hr) 5 5 5 5 5 5 7 7 7
Act Effct Green (s) 19.4 19.4 19.4 19.4 85.2 26.3 13.8
Actuated g/C Ratio 0.23 0.23 0.23 0.23 1.00 0.31 0.16
v/c Ratio 0.92 0.42 0.09 0.76 0.12 0.81 0.74
Control Delay 99.0 32.8 28.3 44.6 0.2 47.6 52.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 99.0 32.8 28.3 44.6 0.2 47.6 52.6

LOS F C C D A D D
Approach Delay 55.4 27.7 47.6
Approach LOS E C D
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 85.2
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 36.3 Intersection LOS: D
Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Lane Group SBT SBR SBR2 NEL NER NER2
Protected Phases 2 4
Permitted Phases 2 Free
Detector Phase 2 2 4
Switch Phase
Minimum Initial (s) 8.0 8.0 11.0
Minimum Split (s) 31.6 31.6 15.6
Total Split (s) 32.0 32.0 16.0
Total Split (%) 32.0% 32.0% 16.0%
Maximum Green (s) 27.4 27.4 11.4
Yellow Time (s) 3.6 3.6 3.6
All-Red Time (s) 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 4.6 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.2 1.0
Recall Mode None None None
Walk Time (s) 7.0 7.0
Flash Dont Walk (s) 20.0 20.0
Pedestrian Calls (#/hr) 4 4
Act Effct Green (s) 44.5 44.5 11.6 85.2
Actuated g/C Ratio 0.52 0.52 0.14 1.00
v/c Ratio 0.27 0.28 0.47 0.01
Control Delay 14.7 15.2 46.5 0.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 14.7 15.2 46.5 0.0

LOS B B D A
Approach Delay 26.4 43.4
Approach LOS C D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 85 131 24 2 5 278 181 1 65 218 1 172 Future Volume (vph) 85 131 24 2 5 278 181 1 65 218 1 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 4.6 4.6 4.6 4.0 4.6 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.98 0.95
Satd. Flow (prot) 1763 1863 1534 1856 1583 1828 1770
Flt Permitted 0.29 1.00 1.00 0.98 1.00 0.80 0.95
Satd. Flow (perm) 539 1863 1534 1824 1583 1492 1770
Peak-hour factor, PHF 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 112 179 32 4 12 299 193 4 112 253 4 212 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 1 0 0
Lane Group Flow (vph) 112 179 32 0 0 315 193 0 0 372 0 212 Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Turn Type Perm NA Perm Perm Perm NA Free Perm Perm NA Prot Protected Phases 8 8 6 5
Permitted Phases 8 8 8 8 Free 6 6
Actuated Green, G (s) 19.4 19.4 19.4 19.4 85.9 26.4 13.8 Effective Green, g (s) 19.4 19.4 19.4 19.4 85.9 26.4 13.8 Actuated g/C Ratio 0.23 0.23 0.23 0.23 1.00 0.31 0.16
Clearance Time (s) 4.6 4.6 4.6 4.6 4.6 4.2
Vehicle Extension (s) 1.0 1.0 1.0 1.0 2.2 1.2
Lane Grp Cap (vph) 121 420 346 411 1583 458 284
v/s Ratio Prot 0.10 c0.12
v/s Ratio Perm c0.21 0.02 0.17 0.12 c0.25
v/c Ratio 0.93 0.43 0.09 0.77 0.12 0.81 0.75
Uniform Delay, d1 32.5 28.5 26.3 31.1 0.0 27.5 34.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 58.0 0.3 0.0 7.5 0.2 10.1 9.0
Delay (s) 90.5 28.7 26.3 38.6 0.2 37.6 43.4
Level of Service F C C D A D D
Approach Delay (s) 49.9 24.0 37.6
Approach LOS D C D
Intersection Summary
HCM 2000 Control Delay 30.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 85.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Movement SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 88 4 6
Future Volume (vph) 190 116 74 88 4 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.97 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.85
Flt Protected 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1863 1539 1757 1550
Flt Permitted 1.00 1.00 0.96 1.00
Satd. Flow (perm) 1863 1539 1757 1550
Peak-hour factor, PHF 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 104 8 8
RTOR Reduction (vph) 0 0 0 0 0 0
Lane Group Flow (vph) 260 227 0 112 0 8
Confl. Peds. (#/hr) 2 3 2 2 2
Turn Type NA Perm Prot Free
Protected Phases 2 4
Permitted Phases 2 Free
Actuated Green, G (s) 44.4 44.4 8.3 85.9
Effective Green, g (s) 44.4 44.4 8.3 85.9
Actuated g/C Ratio 0.52 0.52 0.10 1.00
Clearance Time (s) 4.6 4.6 4.6
Vehicle Extension (s) 1.2 1.2 1.0
Lane Grp Cap (vph) 962 795 169 1550
v/s Ratio Prot 0.14 c0.06
v/s Ratio Perm 0.15 0.01
v/c Ratio 0.27 0.29 0.66 0.01
Uniform Delay, d1 11.7 11.8 37.4 0.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 7.3 0.0
Delay (s) 11.7 11.8 44.8 0.0
Level of Service B B D A
Approach Delay (s) 21.4 41.8
Approach LOS C D
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.996 0.999 0.955 0.904
Flt Protected 0.950 0.950 0.968 0.986
Satd. Flow (prot) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Flt Permitted 0.950 0.950 0.968 0.986
Satd. Flow (perm) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 2 6 2 6 4
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Adj. Flow (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Shared Lane Traffic (%)
Lane Group Flow (vph) 4 318 0 4 530 0 0 24 0 0 28 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 07/10/2025
Scenario AM 10:55 am 06/27/2025 Baseline Synchro 12 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (Veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Hourly flow rate (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Pedestrians 4 6 2 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 0 1
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85
vC, conflicting volume 536 320 882 868 322 874 870 538
vC1, stage 1 conf vol 324 324 542 542
vC2, stage 2 conf vol 558 544 332 328
vCu, unblocked vol 368 320 774 758 322 765 760 370
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 96 100 99 98 100 96
cM capacity (veh/h) 1009 1238 454 458 714 471 459 570
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 4 318 4 530 24 28
Volume Left 4 0 4 0 16 8
Volume Right 0 8 0 4 8 20
cSH 1009 1700 1238 1700 516 538
Volume to Capacity 0.00 0.19 0.00 0.31 0.05 0.05
Queue Length 95th (ft) 0 0 0 0 4 4
Control Delay (s) 8.6 0.0 7.9 0.0 12.3 12.1
Lane LOS A A B B
Approach Delay (s) 0.1 0.1 12.3 12.1
Approach LOS B B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.865 0.998 0.997
Flt Protected 0.984 0.996 0.999
Satd. Flow (prot) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Flt Permitted 0.984 0.996 0.999
Satd. Flow (perm) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 1 4 9 6 4 9 6 1
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Adj. Flow (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 12 0 0 280 0 0 411 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (Veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Hourly flow rate (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Pedestrians 4 9 9 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88
vC, conflicting volume 735 728 412 737 730 273 407 269
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 634 626 269 637 629 273 263 269
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 100 100 98 98 99
cM capacity (veh/h) 329 342 673 326 341 756 1146 1285
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 12 280 411
Volume Left 4 0 20 8
Volume Right 4 12 4 8
cSH 403 756 1146 1285
Volume to Capacity 0.03 0.02 0.02 0.01
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 14.2 9.8 0.7 0.2
Lane LOS B A A A
Approach Delay (s) 14.2 9.8 0.7 0.2
Approach LOS B A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 98 169 32 1 1 207 282 35 225 3 212 305 Future Volume (vph) 98 169 32 1 1 207 282 35 225 3 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 350 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.98 1.00 1.00
Frt 0.850 0.850 0.996
Flt Protected 0.950 0.998 0.992 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1859 1583 0 1838 0 1770 1863 Flt Permitted 0.460 0.988 0.896 0.950
Satd. Flow (perm) 846 1863 1546 0 0 1840 1583 0 1660 0 1770 1863 Right Turn on Red Yes Yes
Satd. Flow (RTOR) 291 1
Link Speed (mph) 25 25 25 25
Link Distance (ft) 509 699 372 1329
Travel Time (s) 13.9 19.1 10.1 36.2
Confl. Peds. (#/hr) 10 2 2 4 12
Peak Hour Factor 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 120 184 52 4 4 220 291 44 239 8 255 355 Shared Lane Traffic (%)
Lane Group Flow (vph) 120 184 52 0 0 228 291 0 291 0 255 355 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Right Left Left Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 2 1 2
Detector Template Left Thru Right Left Left Thru Right Left Thru Left Thru Leading Detector (ft) 20 100 20 20 20 100 20 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm Perm NA Free Perm NA Prot NA Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Lane Group SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 68 5 3
Future Volume (vph) 143 93 68 5 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.99 0.98
Frt 0.850 0.981 0.850
Flt Protected 0.958
Satd. Flow (prot) 1583 0 1744 0 1583
Flt Permitted 0.958
Satd. Flow (perm) 1583 0 1741 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 164
Link Speed (mph) 25
Link Distance (ft) 596
Travel Time (s) 16.3
Confl. Peds. (#/hr) 2 2 2 2
Peak Hour Factor 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 84 12 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 320 0 96 0 4
Enter Blocked Intersection No No No No No
Lane Alignment Right Right Left Right Right
Median Width(ft) 12
Link Offset(ft) 0
Crosswalk Width(ft) 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 1 1 1
Detector Template Right Left Right
Leading Detector (ft) 20 20 20
Trailing Detector (ft) 0 0 0
Detector 1 Position(ft) 0 0 0
Detector 1 Size(ft) 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0
Detector 2 Position(ft)
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Detector 2 Extend (s)
Turn Type Prot Prot Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Protected Phases 8 8 6 5 2
Permitted Phases 8 8 8 8 Free 6
Detector Phase 8 8 8 8 8 8 6 6 5 2
Switch Phase
Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 12.0 12.0 8.0 8.0 Minimum Split (s) 30.6 30.6 30.6 30.6 30.6 30.6 29.6 29.6 12.2 31.6 Total Split (s) 31.0 31.0 31.0 31.0 31.0 31.0 30.0 30.0 23.0 32.0 Total Split (%) 31.0% 31.0% 31.0% 31.0% 31.0% 31.0% 30.0% 30.0% 23.0% 32.0% Maximum Green (s) 26.4 26.4 26.4 26.4 26.4 26.4 25.4 25.4 18.8 27.4 Yellow Time (s) 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.2 3.6 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.6 4.6 4.6 4.6 4.6 4.2 4.6
Lead/Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 2.2 2.2 1.2 1.2 Recall Mode None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 19.0 19.0 19.0 19.0 19.0 19.0 18.0 18.0 20.0 Pedestrian Calls (#/hr) 10 10 10 10 10 10 2 2 10
Act Effct Green (s) 16.2 16.2 16.2 16.2 75.9 18.8 14.7 38.1 Actuated g/C Ratio 0.21 0.21 0.21 0.21 1.00 0.25 0.19 0.50 v/c Ratio 0.67 0.46 0.16 0.58 0.18 0.71 0.75 0.38
Control Delay 50.5 33.3 29.1 36.3 0.3 39.7 47.3 15.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.5 33.3 29.1 36.3 0.3 39.7 47.3 15.0

LOS D C C D A D D B
Approach Delay 38.5 16.1 39.7 24.1
Approach LOS D B D C
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 75.9
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.75
Intersection Signal Delay: 27.2 Intersection LOS: C
Intersection Capacity Utilization 82.5% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Lane Group SBR SBR2 NEL NER NER2
Protected Phases 2 4
Permitted Phases Free
Detector Phase 2 4
Switch Phase
Minimum Initial (s) 8.0 11.0
Minimum Split (s) 31.6 15.6
Total Split (s) 32.0 16.0
Total Split (%) 32.0% 16.0%
Maximum Green (s) 27.4 11.4
Yellow Time (s) 3.6 3.6
All-Red Time (s) 1.0 1.0
Lost Time Adjust (s) 0.0 0.0
Total Lost Time (s) 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.0
Recall Mode None None
Walk Time (s) 7.0
Flash Dont Walk (s) 20.0
Pedestrian Calls (#/hr) 10
Act Effct Green (s) 38.1 12.1 75.9
Actuated g/C Ratio 0.50 0.16 1.00
v/c Ratio 0.40 0.35 0.00
Control Delay 15.7 40.2 0.0
Queue Delay 0.0 0.0 0.0
Total Delay 15.7 40.2 0.0

LOS B D A
Approach Delay 38.6
Approach LOS D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 98 169 32 1 1 207 282 35 225 3 212 305 Future Volume (vph) 98 169 32 1 1 207 282 35 225 3 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.6 4.6 4.6 4.6 4.0 4.6 4.2 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1752 1863 1547 1859 1583 1840 1770 1863 Flt Permitted 0.46 1.00 1.00 0.99 1.00 0.90 0.95 1.00
Satd. Flow (perm) 848 1863 1547 1840 1583 1661 1770 1863 Peak-hour factor, PHF 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 120 184 52 4 4 220 291 44 239 8 255 355 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 1 0 0 0
Lane Group Flow (vph) 120 184 52 0 0 228 291 0 290 0 255 355 Confl. Peds. (#/hr) 10 2 2 4 12
Turn Type Perm NA Perm Perm Perm NA Free Perm NA Prot NA Protected Phases 8 8 6 5 2
Permitted Phases 8 8 8 8 Free 6
Actuated Green, G (s) 16.2 16.2 16.2 16.2 76.3 19.2 14.7 38.1 Effective Green, g (s) 16.2 16.2 16.2 16.2 76.3 19.2 14.7 38.1 Actuated g/C Ratio 0.21 0.21 0.21 0.21 1.00 0.25 0.19 0.50 Clearance Time (s) 4.6 4.6 4.6 4.6 4.6 4.2 4.6
Vehicle Extension (s) 1.0 1.0 1.0 1.0 2.2 1.2 1.2
Lane Grp Cap (vph) 180 395 328 390 1583 417 341 930
v/s Ratio Prot 0.10 c0.14 0.19
v/s Ratio Perm c0.14 0.03 0.12 0.18 c0.17
v/c Ratio 0.67 0.47 0.16 0.58 0.18 0.70 0.75 0.38
Uniform Delay, d1 27.6 26.3 24.5 27.0 0.0 25.9 29.1 11.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.0 0.3 0.1 1.4 0.3 4.3 7.6 0.1
Delay (s) 34.6 26.6 24.6 28.5 0.3 30.2 36.7 11.9
Level of Service C C C C A C D B
Approach Delay (s) 29.0 12.6 30.2 18.8
Approach LOS C B C B
Intersection Summary
HCM 2000 Control Delay 21.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 76.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 82.5% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Movement SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 68 5 3
Future Volume (vph) 143 93 68 5 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00
Frt 0.85 0.98 0.85
Flt Protected 1.00 0.96 1.00
Satd. Flow (prot) 1583 1745 1550
Flt Permitted 1.00 0.96 1.00
Satd. Flow (perm) 1583 1745 1550
Peak-hour factor, PHF 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 84 12 4
RTOR Reduction (vph) 0 0 0 0 0
Lane Group Flow (vph) 320 0 96 0 4
Confl. Peds. (#/hr) 2 2 2 2
Turn Type Prot Prot Free
Protected Phases 2 4
Permitted Phases Free
Actuated Green, G (s) 38.1 8.2 76.3
Effective Green, g (s) 38.1 8.2 76.3
Actuated g/C Ratio 0.50 0.11 1.00
Clearance Time (s) 4.6 4.6
Vehicle Extension (s) 1.2 1.0
Lane Grp Cap (vph) 790 187 1550
v/s Ratio Prot 0.20 c0.06
v/s Ratio Perm 0.00
v/c Ratio 0.41 0.51 0.00
Uniform Delay, d1 12.0 32.2 0.0
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 0.1 1.0 0.0
Delay (s) 12.1 33.2 0.0
Level of Service B C A
Approach Delay (s) 31.8
Approach LOS C
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.995 0.997 0.919
Flt Protected 0.950 0.950 0.968 0.990
Satd. Flow (prot) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Flt Permitted 0.950 0.950 0.968 0.990
Satd. Flow (perm) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 8 8 4 8 8 4 4
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Adj. Flow (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Shared Lane Traffic (%)
Lane Group Flow (vph) 8 337 0 4 394 0 0 12 0 0 20 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 07/10/2025
Scenario PM 4:24 pm 06/27/2025 Synchro 12 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (Veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Hourly flow rate (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Pedestrians 8 8 8 4
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.91 0.91 0.91 0.91 0.91 0.91
vC, conflicting volume 398 345 771 761 347 753 763 402
vC1, stage 1 conf vol 355 355 402 402
vC2, stage 2 conf vol 416 406 351 361
vCu, unblocked vol 292 345 701 690 347 681 692 297
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 98 99 100 99 99 98
cM capacity (veh/h) 1154 1206 508 502 687 526 503 671
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 8 337 4 394 12 20
Volume Left 8 0 4 0 8 4
Volume Right 0 12 0 8 0 12
cSH 1154 1700 1206 1700 506 598
Volume to Capacity 0.01 0.20 0.00 0.23 0.02 0.03
Queue Length 95th (ft) 1 0 0 0 2 3
Control Delay (s) 8.1 0.0 8.0 0.0 12.3 11.2
Lane LOS A A B B
Approach Delay (s) 0.2 0.1 12.3 11.2
Approach LOS B B
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.998 0.998
Flt Protected 0.984 0.950 0.998 0.999
Satd. Flow (prot) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Flt Permitted 0.984 0.950 0.998 0.999
Satd. Flow (perm) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 5 6 7 6 6 7 6 5
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Adj. Flow (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 4 0 0 344 0 0 290 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (Veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Hourly flow rate (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Pedestrians 6 7 7 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92
vC, conflicting volume 662 665 297 670 665 339 292 335
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 589 592 192 598 592 339 187 335
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 99 100 100 99 100
cM capacity (veh/h) 375 375 773 364 375 696 1270 1217
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 4 344 290
Volume Left 4 4 16 4
Volume Right 4 0 4 4
cSH 453 364 1270 1217
Volume to Capacity 0.03 0.01 0.01 0.00
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 13.2 15.0 0.5 0.1
Lane LOS B B A A
Approach Delay (s) 13.2 15.0 0.5 0.1
Approach LOS B B
Intersection Summary
Average Delay 0.7
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Future Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.850 0.850 0.997
Flt Protected 0.950 0.997 0.985 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1857 1583 0 0 1828 0 1770 Flt Permitted 0.950 0.979 0.806 0.950
Satd. Flow (perm) 1760 1863 1532 0 0 1821 1583 0 0 1493 0 1770 Right Turn on Red No Yes
Satd. Flow (RTOR) 1
Link Speed (mph) 25 25 25
Link Distance (ft) 509 699 372
Travel Time (s) 13.9 19.1 10.1
Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Peak Hour Factor 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 114 179 32 4 12 299 193 4 112 265 8 212 Shared Lane Traffic (%)
Lane Group Flow (vph) 114 179 32 0 0 315 193 0 0 389 0 212 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Left Right Left Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 1 2 1
Detector Template Left Thru Right Left Left Thru Right Left Left Thru Left Leading Detector (ft) 20 100 20 20 20 100 20 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 20 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94
Detector 2 Size(ft) 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Lane Group SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 76 3 6
Future Volume (vph) 190 116 74 76 3 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.98
Frt 0.850 0.991 0.850
Flt Protected 0.955
Satd. Flow (prot) 1863 1583 0 1760 0 1583
Flt Permitted 0.955
Satd. Flow (perm) 1863 1537 0 1755 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 207
Link Speed (mph) 25 25
Link Distance (ft) 1329 596
Travel Time (s) 36.2 16.3
Confl. Peds. (#/hr) 2 3 2 2 2
Peak Hour Factor 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 89 6 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 260 227 0 95 0 8
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Right Left Right Right
Median Width(ft) 12 12
Link Offset(ft) 0 0
Crosswalk Width(ft) 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 2 1 1 1
Detector Template Thru Right Left Right
Leading Detector (ft) 100 20 20 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 6 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94
Detector 2 Size(ft) 6
Detector 2 Type Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0
Turn Type NA Perm Prot Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Detector Phase 7 4 4 8 8 8 5 6 6 6 5
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12.0 12.0 8.0 Minimum Split (s) 8.0 31.6 31.6 27.6 27.6 27.6 12.2 29.6 29.6 29.6 12.2 Total Split (s) 10.0 37.6 37.6 27.6 27.6 27.6 16.8 30.0 30.0 30.0 16.8 Total Split (%) 10.0% 37.6% 37.6% 27.6% 27.6% 27.6% 16.8% 30.0% 30.0% 30.0% 16.8% Maximum Green (s) 6.0 33.0 33.0 23.0 23.0 23.0 12.6 25.4 25.4 25.4 12.6 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.6 3.2 All-Red Time (s) 0.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 2.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 18.0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 7
Act Effct Green (s) 6.1 28.8 28.8 18.6 12.8 25.8 12.8
Actuated g/C Ratio 0.07 0.31 0.31 0.20 0.14 0.28 0.14
v/c Ratio 0.98 0.31 0.07 0.86 0.89 0.94 0.87
Control Delay 129.0 26.8 23.8 59.8 81.1 67.6 75.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 129.0 26.8 23.8 59.8 81.1 67.6 75.2

LOS F C C E F E E
Approach Delay 62.3 67.9 67.6
Approach LOS E E E
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 92.8
Natural Cycle: 105
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.98
Intersection Signal Delay: 54.9 Intersection LOS: D
Intersection Capacity Utilization 83.6% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Lane Group SBT SBR SBR2 NEL NER NER2
Protected Phases 2 9
Permitted Phases 2 Free
Detector Phase 2 2 9
Switch Phase
Minimum Initial (s) 8.0 8.0 11.0
Minimum Split (s) 31.6 31.6 15.6
Total Split (s) 46.8 46.8 15.6
Total Split (%) 46.8% 46.8% 15.6%
Maximum Green (s) 42.2 42.2 11.0
Yellow Time (s) 3.6 3.6 3.6
All-Red Time (s) 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 4.6 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.2 1.0
Recall Mode None None None
Walk Time (s) 7.0 7.0
Flash Dont Walk (s) 20.0 20.0
Pedestrian Calls (#/hr) 4 4
Act Effct Green (s) 42.8 42.8 11.2 92.8
Actuated g/C Ratio 0.46 0.46 0.12 1.00
v/c Ratio 0.30 0.32 0.45 0.01
Control Delay 19.0 19.7 48.6 0.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 19.0 19.7 48.6 0.0

LOS B B D A
Approach Delay 36.3 44.8
Approach LOS D D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Future Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95
Satd. Flow (prot) 1770 1863 1533 1856 1583 1826 1770
Flt Permitted 0.95 1.00 1.00 0.98 1.00 0.81 0.95
Satd. Flow (perm) 1770 1863 1533 1822 1583 1494 1770
Peak-hour factor, PHF 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 114 179 32 4 12 299 193 4 112 265 8 212 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 1 0 0
Lane Group Flow (vph) 114 179 32 0 0 315 193 0 0 388 0 212 Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Actuated Green, G (s) 6.1 28.8 28.8 18.7 12.8 25.8 12.8 Effective Green, g (s) 6.1 28.8 28.8 18.7 12.8 25.8 12.8 Actuated g/C Ratio 0.07 0.31 0.31 0.20 0.14 0.28 0.14
Clearance Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2
Lane Grp Cap (vph) 115 572 471 363 216 411 241
v/s Ratio Prot c0.06 0.10 c0.12 0.12
v/s Ratio Perm 0.02 c0.17 c0.26
v/c Ratio 0.99 0.31 0.07 0.87 0.89 0.94 0.88
Uniform Delay, d1 43.8 24.9 23.0 36.3 39.8 33.3 39.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 81.0 0.1 0.0 18.6 33.1 30.3 27.7
Delay (s) 124.7 25.0 23.0 54.9 72.9 63.5 67.4
Level of Service F C C D E E E
Approach Delay (s) 59.8 61.7 63.5
Approach LOS E E E
Intersection Summary
HCM 2000 Control Delay 50.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 93.7 Sum of lost time (s) 22.0 Intersection Capacity Utilization 83.6% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Movement SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 76 3 6
Future Volume (vph) 190 116 74 76 3 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.97 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.85
Flt Protected 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1863 1538 1759 1550
Flt Permitted 1.00 1.00 0.96 1.00
Satd. Flow (perm) 1863 1538 1759 1550
Peak-hour factor, PHF 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 89 6 8
RTOR Reduction (vph) 0 0 0 0 0 0
Lane Group Flow (vph) 260 227 0 95 0 8
Confl. Peds. (#/hr) 2 3 2 2 2
Turn Type NA Perm Prot Free
Protected Phases 2 9
Permitted Phases 2 Free
Actuated Green, G (s) 42.8 42.8 8.3 93.7
Effective Green, g (s) 42.8 42.8 8.3 93.7
Actuated g/C Ratio 0.46 0.46 0.09 1.00
Clearance Time (s) 4.6 4.6 4.6
Vehicle Extension (s) 1.2 1.2 1.0
Lane Grp Cap (vph) 850 702 155 1550
v/s Ratio Prot 0.14 c0.05
v/s Ratio Perm 0.15 0.01
v/c Ratio 0.31 0.32 0.61 0.01
Uniform Delay, d1 16.1 16.2 41.2 0.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 5.0 0.0
Delay (s) 16.1 16.3 46.1 0.0
Level of Service B B D A
Approach Delay (s) 31.7 42.5
Approach LOS C D
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.996 0.999 0.955 0.904
Flt Protected 0.950 0.950 0.968 0.986
Satd. Flow (prot) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Flt Permitted 0.950 0.950 0.968 0.986
Satd. Flow (perm) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 2 6 2 6 4
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Adj. Flow (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Shared Lane Traffic (%)
Lane Group Flow (vph) 4 318 0 4 530 0 0 24 0 0 28 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario AM Existing Long Term 10:55 am 06/27/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (Veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Hourly flow rate (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Pedestrians 4 6 2 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 0 1
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84
vC, conflicting volume 536 320 882 868 322 874 870 538
vC1, stage 1 conf vol 324 324 542 542
vC2, stage 2 conf vol 558 544 332 328
vCu, unblocked vol 358 320 768 751 322 758 754 360
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 96 100 99 98 100 97
cM capacity (veh/h) 1008 1238 455 458 714 472 460 573
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 4 318 4 530 24 28
Volume Left 4 0 4 0 16 8
Volume Right 0 8 0 4 8 20
cSH 1008 1700 1238 1700 517 540
Volume to Capacity 0.00 0.19 0.00 0.31 0.05 0.05
Queue Length 95th (ft) 0 0 0 0 4 4
Control Delay (s) 8.6 0.0 7.9 0.0 12.3 12.0
Lane LOS A A B B
Approach Delay (s) 0.1 0.1 12.3 12.0
Approach LOS B B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.865 0.998 0.997
Flt Protected 0.984 0.996 0.999
Satd. Flow (prot) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Flt Permitted 0.984 0.996 0.999
Satd. Flow (perm) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 1 4 9 6 4 9 6 1
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Adj. Flow (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 12 0 0 280 0 0 411 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (Veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Hourly flow rate (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Pedestrians 4 9 9 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88
vC, conflicting volume 735 728 412 737 730 273 407 269
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 627 619 258 629 621 273 252 269
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 100 100 98 98 99
cM capacity (veh/h) 330 342 676 327 341 756 1146 1285
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 12 280 411
Volume Left 4 0 20 8
Volume Right 4 12 4 8
cSH 404 756 1146 1285
Volume to Capacity 0.03 0.02 0.02 0.01
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 14.2 9.8 0.7 0.2
Lane LOS B A A A
Approach Delay (s) 14.2 9.8 0.7 0.2
Approach LOS B A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Future Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.98 0.98 1.00 1.00
Frt 0.850 0.850 0.995
Flt Protected 0.950 0.998 0.993 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1859 1583 0 1837 0 1770 1863 Flt Permitted 0.950 0.987 0.895 0.950
Satd. Flow (perm) 1739 1863 1545 0 0 1838 1583 0 1656 0 1770 1863 Right Turn on Red No Yes
Satd. Flow (RTOR) 2
Link Speed (mph) 25 25 25 25
Link Distance (ft) 509 699 372 1329
Travel Time (s) 13.9 19.1 10.1 36.2
Confl. Peds. (#/hr) 10 2 2 4 12
Peak Hour Factor 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 121 184 52 4 4 220 291 44 248 11 255 355 Shared Lane Traffic (%)
Lane Group Flow (vph) 121 184 52 0 0 228 291 0 303 0 255 355 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Right Left Left Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 2 1 2
Detector Template Left Thru Right Left Left Thru Right Left Thru Left Thru Leading Detector (ft) 20 100 20 20 20 100 20 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 59 4 3
Future Volume (vph) 143 93 59 4 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.99 0.98
Frt 0.850 0.982 0.850
Flt Protected 0.958
Satd. Flow (prot) 1583 0 1746 0 1583
Flt Permitted 0.958
Satd. Flow (perm) 1545 0 1742 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 188
Link Speed (mph) 25
Link Distance (ft) 596
Travel Time (s) 16.3
Confl. Peds. (#/hr) 2 2 2 2
Peak Hour Factor 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 73 10 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 320 0 83 0 4
Enter Blocked Intersection No No No No No
Lane Alignment Right Right Left Right Right
Median Width(ft) 12
Link Offset(ft) 0
Crosswalk Width(ft) 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 1 1 1
Detector Template Right Left Right
Leading Detector (ft) 20 20 20
Trailing Detector (ft) 0 0 0
Detector 1 Position(ft) 0 0 0
Detector 1 Size(ft) 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0
Detector 2 Position(ft)
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Detector 2 Extend (s)
Turn Type Perm Prot Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Detector Phase 7 4 4 8 8 8 5 6 6 5 2
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12.0 8.0 8.0 Minimum Split (s) 8.0 31.6 31.6 27.6 27.6 27.6 12.2 29.6 29.6 12.2 31.6 Total Split (s) 12.0 39.6 39.6 27.6 27.6 27.6 25.0 29.8 29.8 25.0 54.8 Total Split (%) 10.9% 36.0% 36.0% 25.1% 25.1% 25.1% 22.7% 27.1% 27.1% 22.7% 49.8% Maximum Green (s) 8.0 35.0 35.0 23.0 23.0 23.0 20.8 25.2 25.2 20.8 50.2 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.2 3.6 All-Red Time (s) 0.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 1.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 20.0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 4
Act Effct Green (s) 8.3 28.4 28.4 16.0 20.5 20.9 20.5 45.7 Actuated g/C Ratio 0.09 0.30 0.30 0.17 0.22 0.22 0.22 0.48 v/c Ratio 0.79 0.33 0.11 0.74 0.86 0.83 0.67 0.40
Control Delay 81.5 30.2 27.9 54.9 63.7 57.3 47.6 19.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 81.5 30.2 27.9 54.9 63.7 57.3 47.6 19.1

LOS F C C D E E D B
Approach Delay 47.3 59.8 57.3 27.3
Approach LOS D E E C
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 95.3
Natural Cycle: 105
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 43.2 Intersection LOS: D
Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group SBR SBR2 NEL NER NER2
Protected Phases 9
Permitted Phases 2 Free
Detector Phase 2 9
Switch Phase
Minimum Initial (s) 8.0 11.0
Minimum Split (s) 31.6 15.6
Total Split (s) 54.8 15.6
Total Split (%) 49.8% 14.2%
Maximum Green (s) 50.2 11.0
Yellow Time (s) 3.6 3.6
All-Red Time (s) 1.0 1.0
Lost Time Adjust (s) 0.0 0.0
Total Lost Time (s) 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.0
Recall Mode None None
Walk Time (s) 7.0
Flash Dont Walk (s) 20.0
Pedestrian Calls (#/hr) 4
Act Effct Green (s) 45.7 11.4 95.3
Actuated g/C Ratio 0.48 0.12 1.00
v/c Ratio 0.43 0.40 0.00
Control Delay 20.2 50.6 0.0
Queue Delay 0.0 0.0 0.0
Total Delay 20.2 50.6 0.0

LOS C D A
Approach Delay 48.3
Approach LOS D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Future Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1770 1863 1546 1859 1583 1837 1770 1863 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.90 0.95 1.00
Satd. Flow (perm) 1770 1863 1546 1838 1583 1657 1770 1863 Peak-hour factor, PHF 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 121 184 52 4 4 220 291 44 248 11 255 355 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 2 0 0 0
Lane Group Flow (vph) 121 184 52 0 0 228 291 0 301 0 255 355 Confl. Peds. (#/hr) 10 2 2 4 12
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Actuated Green, G (s) 8.3 28.4 28.4 16.1 20.5 21.0 20.5 45.7 Effective Green, g (s) 8.3 28.4 28.4 16.1 20.5 21.0 20.5 45.7 Actuated g/C Ratio 0.09 0.30 0.30 0.17 0.21 0.22 0.21 0.48 Clearance Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2 1.2
Lane Grp Cap (vph) 152 550 456 307 337 362 377 885
v/s Ratio Prot c0.07 0.10 c0.18 0.14 0.19
v/s Ratio Perm 0.03 c0.12 c0.18
v/c Ratio 0.80 0.33 0.11 0.74 0.86 0.83 0.68 0.40
Uniform Delay, d1 43.1 26.5 24.7 38.0 36.5 35.9 34.8 16.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 24.3 0.1 0.0 8.2 19.2 14.6 3.8 0.1 Delay (s) 67.4 26.6 24.7 46.2 55.7 50.4 38.5 16.4
Level of Service E C C D E D D B
Approach Delay (s) 40.2 51.5 50.4 22.6
Approach LOS D D D C
Intersection Summary
HCM 2000 Control Delay 37.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 96.1 Sum of lost time (s) 22.0 Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Movement SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 59 4 3
Future Volume (vph) 143 93 59 4 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00
Frpb, ped/bikes 0.98 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00
Frt 0.85 0.98 0.85
Flt Protected 1.00 0.96 1.00
Satd. Flow (prot) 1546 1745 1550
Flt Permitted 1.00 0.96 1.00
Satd. Flow (perm) 1546 1745 1550
Peak-hour factor, PHF 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 73 10 4
RTOR Reduction (vph) 0 0 0 0 0
Lane Group Flow (vph) 320 0 83 0 4
Confl. Peds. (#/hr) 2 2 2 2
Turn Type Perm Prot Free
Protected Phases 9
Permitted Phases 2 Free
Actuated Green, G (s) 45.7 8.2 96.1
Effective Green, g (s) 45.7 8.2 96.1
Actuated g/C Ratio 0.48 0.09 1.00
Clearance Time (s) 4.6 4.6
Vehicle Extension (s) 1.2 1.0
Lane Grp Cap (vph) 735 148 1550
v/s Ratio Prot c0.05
v/s Ratio Perm 0.21 0.00
v/c Ratio 0.44 0.56 0.00
Uniform Delay, d1 16.7 42.2 0.0
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 0.2 2.9 0.0
Delay (s) 16.8 45.1 0.0
Level of Service B D A
Approach Delay (s) 43.0
Approach LOS D
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.995 0.997 0.919
Flt Protected 0.950 0.950 0.968 0.990
Satd. Flow (prot) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Flt Permitted 0.950 0.950 0.968 0.990
Satd. Flow (perm) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 8 8 4 8 8 4 4
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Adj. Flow (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Shared Lane Traffic (%)
Lane Group Flow (vph) 8 337 0 4 394 0 0 12 0 0 20 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario PM Existing Long Term 11:59 pm 07/08/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (Veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Hourly flow rate (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Pedestrians 8 8 8 4
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.90 0.90 0.90 0.90 0.90 0.90
vC, conflicting volume 398 345 771 761 347 753 763 402
vC1, stage 1 conf vol 355 355 402 402
vC2, stage 2 conf vol 416 406 351 361
vCu, unblocked vol 272 345 688 676 347 667 679 276
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 98 99 100 99 99 98
cM capacity (veh/h) 1155 1206 511 503 687 528 504 677
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 8 337 4 394 12 20
Volume Left 8 0 4 0 8 4
Volume Right 0 12 0 8 0 12
cSH 1155 1700 1206 1700 508 602
Volume to Capacity 0.01 0.20 0.00 0.23 0.02 0.03
Queue Length 95th (ft) 1 0 0 0 2 3
Control Delay (s) 8.1 0.0 8.0 0.0 12.3 11.2
Lane LOS A A B B
Approach Delay (s) 0.2 0.1 12.3 11.2
Approach LOS B B
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 51 1 1 1 0 0 8 288 1 2 220 2
Future Volume (vph) 51 1 1 1 0 0 8 288 1 2 220 2
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.997 0.998 0.998
Flt Protected 0.954 0.950 0.998 0.999
Satd. Flow (prot) 0 1772 0 0 1770 0 0 1855 0 0 1857 0
Flt Permitted 0.954 0.950 0.998 0.999
Satd. Flow (perm) 0 1772 0 0 1770 0 0 1855 0 0 1857 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 5 6 7 6 6 7 6 5
Peak Hour Factor 0.60 0.60 0.60 0.60 0.60 0.60 0.50 0.89 0.2 5 0.50 0.78 0.50 Adj. Flow (vph) 85 2 2 2 0 0 16 324 4 4 282 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 89 0 0 2 0 0 344 0 0 290 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Rig ht Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 51 1 1 1 0 0 8 288 1 2 220 2
Future Volume (Veh/h) 51 1 1 1 0 0 8 288 1 2 220 2
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.60 0.60 0.60 0.60 0.60 0.60 0.50 0.89 0.2 5 0.50 0.78 0.50 Hourly flow rate (vph) 85 2 2 2 0 0 16 324 4 4 282 4
Pedestrians 6 7 7 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.93 0.93 0.93 0.93 0.93 0.93
vC, conflicting volume 662 665 297 667 665 339 292 335
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 603 606 213 608 606 339 207 335
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 77 99 100 99 100 100 99 100
cM capacity (veh/h) 372 374 765 366 374 696 1268 1217
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 89 2 344 290
Volume Left 85 2 16 4
Volume Right 2 0 4 4
cSH 377 366 1268 1217
Volume to Capacity 0.24 0.00* 0.01 0.00*
Queue Length 95th (ft) 23 0 1 0
Control Delay (s/veh) 17.5 14.9 0.5 0.1
Lane LOS C B A A
Approach Delay (s/veh) 17.5 14.9 0.5 0.1
Approach LOS C B
Intersection Summary
Average Delay 2.5
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
* Value less than 0.01.

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 116 132 24 2 5 278 181 1 65 275 4 172 Future Volume (vph) 116 132 24 2 5 278 181 1 65 275 4 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.850 0.850 0.995
Flt Protected 0.950 0.997 0.987 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1857 1583 0 0 1827 0 1770 Flt Permitted 0.950 0.979 0.834 0.950
Satd. Flow (perm) 1760 1863 1532 0 0 1821 1583 0 0 1541 0 1770 Right Turn on Red No Yes
Satd. Flow (RTOR) 2
Link Speed (mph) 25 25 25
Link Distance (ft) 509 699 372
Travel Time (s) 13.9 19.1 10.1
Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Peak Hour Factor 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.5 8 0.86 0.25 0.81 Adj. Flow (vph) 153 181 32 4 12 299 193 4 112 320 16 212 Shared Lane Traffic (%)
Lane Group Flow (vph) 153 181 32 0 0 315 193 0 0 452 0 212 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Lef t Left Right Left Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 15 9 15
Number of Detectors 1 2 1 2 1 2 1
Detector Template Left Thru Right Thru Right Thru Left
Leading Detector (ft) 20 100 20 100 20 100 20
Trailing Detector (ft) 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94
Detector 2 Size(ft) 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Lane Group SBT SBR SBR2 NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 6
Future Volume (vph) 190 116 74 6
Ideal Flow (vphpl) 1900 1900 1900 1900
Storage Length (ft) 200
Storage Lanes 1
Taper Length (ft)
Lane Util. Factor 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 0.98
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 1863 1583 0 1611
Flt Permitted
Satd. Flow (perm) 1863 1537 0 1577
Right Turn on Red No Yes
Satd. Flow (RTOR) 688
Link Speed (mph) 25
Link Distance (ft) 1329
Travel Time (s) 36.2
Confl. Peds. (#/hr) 2 3 2
Peak Hour Factor 0.73 0.81 0.88 0.75
Adj. Flow (vph) 260 143 84 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 260 227 0 8
Enter Blocked Intersection No No No No
Lane Alignment Left Right Right Right
Median Width(ft) 12
Link Offset(ft) 0
Crosswalk Width(ft) 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 9
Number of Detectors 2 1 1
Detector Template Thru Right Right
Leading Detector (ft) 100 20 20
Trailing Detector (ft) 0 0 0
Detector 1 Position(ft) 0 0 0
Detector 1 Size(ft) 6 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0
Detector 2 Position(ft) 94
Detector 2 Size(ft) 6
Detector 2 Type Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0
Turn Type NA Perm Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Detector Phase 7 4 4 8 8 8 5 6 6 6 5
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12 .0 12.0 8.0 Minimum Split (s) 8.0 31.6 31.6 27.6 27.6 27.6 12.2 29.6 29. 6 29.6 12.2 Total Split (s) 14.0 42.0 42.0 28.0 28.0 28.0 19.0 39.0 39.0 39.0 19.0 Total Split (%) 14.0% 42.0% 42.0% 28.0% 28.0% 28.0% 19.0% 3 9.0% 39.0% 39.0% 19.0% Maximum Green (s) 10.0 37.4 37.4 23.4 23.4 23.4 14.8 34.4 34 .4 34.4 14.8 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.6 3.2 All-Red Time (s) 0.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 2.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 18. 0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 7
Act Effct Green (s) 10.1 32.6 32.6 18.4 13.2 29.3 13.2
Actuated g/C Ratio 0.11 0.37 0.37 0.21 0.15 0.33 0.15
v/c Ratio 0.76 0.27 0.06 0.84 0.82 0.89 0.81
Control Delay (s/veh) 67.2 22.3 20.4 54.8 66.8 50.1 62.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 67.2 22.3 20.4 54.8 66.8 50.1 62.9

LOS E C C D E D E
Approach Delay (s/veh) 40.9 59.4 50.1
Approach LOS D E D
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 89
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.89
Intersection Signal Delay (s/veh): 43.0 Intersection LOS: D Intersection Capacity Utilization 79.9% ICU Level of Service D Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Lane Group SBT SBR SBR2 NER2
Protected Phases 2
Permitted Phases 2 Free
Detector Phase 2 2
Switch Phase
Minimum Initial (s) 8.0 8.0
Minimum Split (s) 31.6 31.6
Total Split (s) 58.0 58.0
Total Split (%) 58.0% 58.0%
Maximum Green (s) 53.4 53.4
Yellow Time (s) 3.6 3.6
All-Red Time (s) 1.0 1.0
Lost Time Adjust (s) 0.0 0.0
Total Lost Time (s) 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.2
Recall Mode None None
Walk Time (s) 7.0 7.0
Flash Don't Walk (s) 20.0 20.0
Pedestrian Calls (#/hr) 4 4
Act Effct Green (s) 46.9 46.9 89.0
Actuated g/C Ratio 0.53 0.53 1.00
v/c Ratio 0.27 0.28 0.01
Control Delay (s/veh) 12.8 13.2 0.0
Queue Delay 0.0 0.0 0.0
Total Delay (s/veh) 12.8 13.2 0.0

LOS B B A
Approach Delay (s/veh) 28.1
Approach LOS C
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 116 132 24 2 5 278 181 1 65 275 4 172 Future Volume (vph) 116 132 24 2 5 278 181 1 65 275 4 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95
Satd. Flow (prot) 1770 1863 1534 1856 1583 1825 1770
Flt Permitted 0.95 1.00 1.00 0.98 1.00 0.83 0.95
Satd. Flow (perm) 1770 1863 1534 1823 1583 1542 1770
Peak-hour factor, PHF 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0. 25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 153 181 32 4 12 299 193 4 112 320 16 212 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 1 0 0
Lane Group Flow (vph) 153 181 32 0 0 315 193 0 0 451 0 212 Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Actuated Green, G (s) 10.1 32.6 32.6 18.5 13.2 29.5 13.2 Effective Green, g (s) 10.1 32.6 32.6 18.5 13.2 29.5 13.2 Actuated g/C Ratio 0.11 0.37 0.37 0.21 0.15 0.33 0.15
Clearance Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2
Lane Grp Cap (vph) 201 684 563 380 235 512 263
v/s Ratio Prot c0.09 0.10 c0.12 0.12
v/s Ratio Perm 0.02 c0.17 c0.29
v/c Ratio 0.76 0.26 0.06 0.83 0.82 0.88 0.81
Uniform Delay, d1 38.1 19.7 18.1 33.6 36.6 27.9 36.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 15.6 0.1 0.0 13.2 19.2 15.8 15.5
Delay (s) 53.7 19.7 18.1 46.8 55.8 43.7 52.0
Level of Service D B B D E D D
Approach Delay (s/veh) 33.8 50.2 43.7
Approach LOS C D D
Intersection Summary
HCM 2000 Control Delay (s/veh) 36.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 88.7 Sum of lost time (s) 1 7.4 Intersection Capacity Utilization 79.9% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Movement SBT SBR SBR2 NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 6
Future Volume (vph) 190 116 74 6
Ideal Flow (vphpl) 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.97 0.98
Flpb, ped/bikes 1.00 1.00 1.00
Frt 1.00 0.85 0.87
Flt Protected 1.00 1.00 1.00
Satd. Flow (prot) 1863 1539 1577
Flt Permitted 1.00 1.00 1.00
Satd. Flow (perm) 1863 1539 1577
Peak-hour factor, PHF 0.73 0.81 0.88 0.75
Adj. Flow (vph) 260 143 84 8
RTOR Reduction (vph) 0 0 0 0
Lane Group Flow (vph) 260 227 0 8
Confl. Peds. (#/hr) 2 3 2
Turn Type NA Perm Free
Protected Phases 2
Permitted Phases 2 Free
Actuated Green, G (s) 46.9 46.9 88.7
Effective Green, g (s) 46.9 46.9 88.7
Actuated g/C Ratio 0.53 0.53 1.00
Clearance Time (s) 4.6 4.6
Vehicle Extension (s) 1.2 1.2
Lane Grp Cap (vph) 985 813 1577
v/s Ratio Prot 0.14
v/s Ratio Perm 0.15 0.01
v/c Ratio 0.26 0.28 0.01
Uniform Delay, d1 11.4 11.6 0.0
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 0.0
Delay (s) 11.5 11.6 0.0
Level of Service B B A
Approach Delay (s/veh) 23.8
Approach LOS C
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 245 4 1 458 3 11 0 35 4 0 8
Future Volume (vph) 2 245 4 1 458 3 11 0 35 4 0 8
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.996 0.999 0.879 0.904
Flt Protected 0.950 0.950 0.995 0.986
Satd. Flow (prot) 1770 1855 0 1770 1861 0 0 1629 0 0 1660 0 Flt Permitted 0.950 0.950 0.995 0.986
Satd. Flow (perm) 1770 1855 0 1770 1861 0 0 1629 0 0 1660 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 2 6 2 6 4
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.2 5 0.50 1.00 0.40 Adj. Flow (vph) 4 310 8 4 526 4 16 0 140 8 0 20
Shared Lane Traffic (%)
Lane Group Flow (vph) 4 318 0 4 530 0 0 156 0 0 28 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Rig ht Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario AM Alt A 10:55 am 06/27/2025 Synchro 12 Repor t

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 245 4 1 458 3 11 0 35 4 0 8
Future Volume (Veh/h) 2 245 4 1 458 3 11 0 35 4 0 8
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.2 5 0.50 1.00 0.40 Hourly flow rate (vph) 4 310 8 4 526 4 16 0 140 8 0 20
Pedestrians 4 6 2 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 0 1
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85
vC, conflicting volume 536 320 882 868 322 1006 870 538 vC1, stage 1 conf vol 324 324 542 542
vC2, stage 2 conf vol 558 544 464 328
vCu, unblocked vol 362 320 770 754 322 917 756 364
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 96 100 80 98 100 97
cM capacity (veh/h) 1009 1238 454 458 714 376 459 572
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 4 318 4 530 156 28
Volume Left 4 0 4 0 16 8
Volume Right 0 8 0 4 140 20
cSH 1009 1700 1238 1700 675 498
Volume to Capacity 0.00* 0.19 0.00* 0.31 0.23 0.06
Queue Length 95th (ft) 0 0 0 0 22 4
Control Delay (s/veh) 8.6 0.0 7.9 0.0 11.9 12.7
Lane LOS A A B B
Approach Delay (s/veh) 0.1 0.1 11.9 12.7
Approach LOS B B
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
* Value less than 0.01.

Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 41 2 2 0 0 5 6 243 2 5 363 4
Future Volume (vph) 41 2 2 0 0 5 6 243 2 5 363 4
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.994 0.865 0.998 0.997
Flt Protected 0.956 0.996 0.999
Satd. Flow (prot) 0 1770 0 0 1611 0 0 1852 0 0 1855 0
Flt Permitted 0.956 0.996 0.999
Satd. Flow (perm) 0 1770 0 0 1611 0 0 1852 0 0 1855 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 1 4 9 6 4 9 6 1
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.5 0 0.62 0.92 0.50 Adj. Flow (vph) 82 4 4 0 0 12 20 256 4 8 395 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 90 0 0 12 0 0 280 0 0 411 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Rig ht Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 38.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 41 2 2 0 0 5 6 243 2 5 363 4
Future Volume (Veh/h) 41 2 2 0 0 5 6 243 2 5 363 4
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.5 0 0.62 0.92 0.50 Hourly flow rate (vph) 82 4 4 0 0 12 20 256 4 8 395 8
Pedestrians 4 9 9 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.89 0.89 0.89 0.89 0.89 0.89
vC, conflicting volume 735 728 412 737 730 273 407 269
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 642 634 280 644 636 273 274 269
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 75 99 99 100 100 98 98 99
cM capacity (veh/h) 328 341 669 325 340 756 1145 1285
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 90 12 280 411
Volume Left 82 0 20 8
Volume Right 4 12 4 8
cSH 336 756 1145 1285
Volume to Capacity 0.27 0.02 0.02 0.00*
Queue Length 95th (ft) 27 1 1 0
Control Delay (s/veh) 19.6 9.8 0.7 0.2
Lane LOS C A A A
Approach Delay (s/veh) 19.6 9.8 0.7 0.2
Approach LOS C A
Intersection Summary
Average Delay 2.7
Intersection Capacity Utilization 38.1% ICU Level of Service A Analysis Period (min) 15
* Value less than 0.01.

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 120 171 32 1 1 207 282 35 271 6 212 305 Future Volume (vph) 120 171 32 1 1 207 282 35 271 6 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Ped Bike Factor 0.98 0.98 1.00 1.00
Frt 0.850 0.850 0.994
Flt Protected 0.950 0.998 0.994 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1859 1583 0 1837 0 1770 18 63 Flt Permitted 0.950 0.987 0.912 0.950
Satd. Flow (perm) 1742 1863 1546 0 0 1838 1583 0 1685 0 1770 18 63 Right Turn on Red No Yes
Satd. Flow (RTOR) 2
Link Speed (mph) 25 25 25 25
Link Distance (ft) 509 699 372 1329
Travel Time (s) 13.9 19.1 10.1 36.2
Confl. Peds. (#/hr) 10 2 2 4 12
Peak Hour Factor 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.9 4 0.38 0.83 0.86 Adj. Flow (vph) 146 186 52 4 4 220 291 44 288 16 255 355 Shared Lane Traffic (%)
Lane Group Flow (vph) 146 186 52 0 0 228 291 0 348 0 255 355 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Lef t Right Left Left Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 9 15
Number of Detectors 1 2 1 2 1 2 1 2
Detector Template Left Thru Right Thru Right Thru Left Thr u Leading Detector (ft) 20 100 20 100 20 100 20 100
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex C l+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Lane Group SBR SBR2 NER2
Lane Configurations
Traffic Volume (vph) 143 93 3
Future Volume (vph) 143 93 3
Ideal Flow (vphpl) 1900 1900 1900
Storage Length (ft) 200
Storage Lanes 1
Taper Length (ft)
Lane Util. Factor 1.00 1.00 1.00
Ped Bike Factor 0.98 0.98
Frt 0.850 0.865
Flt Protected
Satd. Flow (prot) 1583 0 1611
Flt Permitted
Satd. Flow (perm) 1546 0 1577
Right Turn on Red No Yes
Satd. Flow (RTOR) 616
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr) 2 2
Peak Hour Factor 0.81 0.65 0.75
Adj. Flow (vph) 177 143 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 320 0 4
Enter Blocked Intersection No No No
Lane Alignment Right Right Right
Median Width(ft)
Link Offset(ft)
Crosswalk Width(ft)
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00
Turning Speed (mph) 9 9 9
Number of Detectors 1 1
Detector Template Right Right
Leading Detector (ft) 20 20
Trailing Detector (ft) 0 0
Detector 1 Position(ft) 0 0
Detector 1 Size(ft) 20 20
Detector 1 Type Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0
Detector 1 Queue (s) 0.0 0.0
Detector 1 Delay (s) 0.0 0.0
Detector 2 Position(ft)
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Detector 2 Extend (s)
Turn Type Perm Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Detector Phase 7 4 4 8 8 8 5 6 6 5 2
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12 .0 8.0 8.0 Minimum Split (s) 8.0 31.6 31.6 27.6 27.6 27.6 12.2 29.6 29. 6 12.2 31.6 Total Split (s) 14.0 41.6 41.6 27.6 27.6 27.6 27.4 31.0 31.0 27.4 58.4 Total Split (%) 14.0% 41.6% 41.6% 27.6% 27.6% 27.6% 27.4% 3 1.0% 31.0% 27.4% 58.4% Maximum Green (s) 10.0 37.0 37.0 23.0 23.0 23.0 23.2 26.4 26 .4 23.2 53.8 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.2 3.6 All-Red Time (s) 0.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 1.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 20. 0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 4
Act Effct Green (s) 10.0 29.0 29.0 14.9 18.4 21.0 18.4 43.7 Actuated g/C Ratio 0.12 0.35 0.35 0.18 0.22 0.26 0.22 0.53 v/c Ratio 0.68 0.28 0.10 0.69 0.82 0.81 0.65 0.36
Control Delay (s/veh) 56.6 22.5 21.0 44.7 52.2 45.8 39.0 12 .6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 56.6 22.5 21.0 44.7 52.2 45.8 39.0 12.6

LOS E C C D D D D B
Approach Delay (s/veh) 35.2 48.9 45.8 20.1
Approach LOS D D D C
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 82.3
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay (s/veh): 33.6 Intersection LOS: C Intersection Capacity Utilization 78.8% ICU Level of Service D Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Lane Group SBR SBR2 NER2
Protected Phases
Permitted Phases 2 Free
Detector Phase 2
Switch Phase
Minimum Initial (s) 8.0
Minimum Split (s) 31.6
Total Split (s) 58.4
Total Split (%) 58.4%
Maximum Green (s) 53.8
Yellow Time (s) 3.6
All-Red Time (s) 1.0
Lost Time Adjust (s) 0.0
Total Lost Time (s) 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2
Recall Mode None
Walk Time (s) 7.0
Flash Don't Walk (s) 20.0
Pedestrian Calls (#/hr) 4
Act Effct Green (s) 43.7 82.3
Actuated g/C Ratio 0.53 1.00
v/c Ratio 0.39 0.00
Control Delay (s/veh) 13.3 0.0
Queue Delay 0.0 0.0
Total Delay (s/veh) 13.3 0.0

LOS B A
Approach Delay (s/veh)
Approach LOS
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 120 171 32 1 1 207 282 35 271 6 212 305 Future Volume (vph) 120 171 32 1 1 207 282 35 271 6 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 0.99 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1770 1863 1547 1859 1583 1836 1770 1863 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.91 0.95 1.00
Satd. Flow (perm) 1770 1863 1547 1838 1583 1684 1770 1863 Peak-hour factor, PHF 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0. 80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 146 186 52 4 4 220 291 44 288 16 255 355 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 1 0 0 0
Lane Group Flow (vph) 146 186 52 0 0 228 291 0 347 0 255 355 Confl. Peds. (#/hr) 10 2 2 4 12
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Actuated Green, G (s) 10.0 29.0 29.0 15.0 18.4 21.1 18.4 43 .7 Effective Green, g (s) 10.0 29.0 29.0 15.0 18.4 21.1 18.4 4 3.7 Actuated g/C Ratio 0.12 0.35 0.35 0.18 0.22 0.26 0.22 0.53 Clearance Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2 1.2
Lane Grp Cap (vph) 216 659 547 336 355 433 397 994
v/s Ratio Prot c0.08 0.10 c0.18 0.14 0.19
v/s Ratio Perm 0.03 c0.12 c0.21
v/c Ratio 0.68 0.28 0.10 0.68 0.82 0.80 0.64 0.36
Uniform Delay, d1 34.4 19.0 17.7 31.2 30.2 28.4 28.8 11.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.1 0.1 0.0 4.2 13.1 9.7 2.7 0.1
Delay (s) 42.5 19.1 17.7 35.4 43.2 38.2 31.4 11.1
Level of Service D B B D D D C B
Approach Delay (s/veh) 27.8 39.8 38.2 16.8
Approach LOS C D D B
Intersection Summary
HCM 2000 Control Delay (s/veh) 27.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 81.9 Sum of lost time (s) 1 7.4 Intersection Capacity Utilization 78.8% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Movement SBR SBR2 NER2
Lane Configurations
Traffic Volume (vph) 143 93 3
Future Volume (vph) 143 93 3
Ideal Flow (vphpl) 1900 1900 1900
Total Lost time (s) 4.6 4.0
Lane Util. Factor 1.00 1.00
Frpb, ped/bikes 0.98 0.98
Flpb, ped/bikes 1.00 1.00
Frt 0.85 0.87
Flt Protected 1.00 1.00
Satd. Flow (prot) 1547 1577
Flt Permitted 1.00 1.00
Satd. Flow (perm) 1547 1577
Peak-hour factor, PHF 0.81 0.65 0.75
Adj. Flow (vph) 177 143 4
RTOR Reduction (vph) 0 0 0
Lane Group Flow (vph) 320 0 4
Confl. Peds. (#/hr) 2 2
Turn Type Perm Free
Protected Phases
Permitted Phases 2 Free
Actuated Green, G (s) 43.7 81.9
Effective Green, g (s) 43.7 81.9
Actuated g/C Ratio 0.53 1.00
Clearance Time (s) 4.6
Vehicle Extension (s) 1.2
Lane Grp Cap (vph) 825 1577
v/s Ratio Prot
v/s Ratio Perm 0.21 0.00
v/c Ratio 0.39 0.00
Uniform Delay, d1 11.2 0.0
Progression Factor 1.00 1.00
Incremental Delay, d2 0.1 0.0
Delay (s) 11.3 0.0
Level of Service B A
Approach Delay (s/veh)
Approach LOS
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 6 286 6 2 340 4 3 1 25 3 1 6
Future Volume (vph) 6 286 6 2 340 4 3 1 25 3 1 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.995 0.997 0.909 0.919
Flt Protected 0.950 0.950 0.989 0.990
Satd. Flow (prot) 1770 1853 0 1770 1857 0 0 1675 0 0 1695 0 Flt Permitted 0.950 0.950 0.989 0.990
Satd. Flow (perm) 1770 1853 0 1770 1857 0 0 1675 0 0 1695 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 8 8 4 8 8 4 4
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.0 0 0.75 0.25 0.50 Adj. Flow (vph) 8 325 12 4 386 8 8 4 25 4 4 12
Shared Lane Traffic (%)
Lane Group Flow (vph) 8 337 0 4 394 0 0 37 0 0 20 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Rig ht Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1 .00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario PM Alt A 11:59 pm 07/08/2025 Synchro 12 Repor t

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 6 286 6 2 340 4 3 1 25 3 1 6
Future Volume (Veh/h) 6 286 6 2 340 4 3 1 25 3 1 6
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.0 0 0.75 0.25 0.50 Hourly flow rate (vph) 8 325 12 4 386 8 8 4 25 4 4 12
Pedestrians 8 8 8 4
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.90 0.90 0.90 0.90 0.90 0.90
vC, conflicting volume 398 345 771 761 347 778 763 402
vC1, stage 1 conf vol 355 355 402 402
vC2, stage 2 conf vol 416 406 376 361
vCu, unblocked vol 282 345 694 683 347 702 685 286
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 98 99 96 99 99 98
cM capacity (veh/h) 1155 1206 510 503 687 504 504 674
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 8 337 4 394 37 20
Volume Left 8 0 4 0 8 4
Volume Right 0 12 0 8 25 12
cSH 1155 1700 1206 1700 616 594
Volume to Capacity 0.00* 0.20 0.00* 0.23 0.06 0.03
Queue Length 95th (ft) 1 0 0 0 5 3
Control Delay (s/veh) 8.1 0.0 8.0 0.0 11.2 11.3
Lane LOS A A B B
Approach Delay (s/veh) 0.2 0.1 11.2 11.3
Approach LOS B B
Intersection Summary
Average Delay 0.9
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
* Value less than 0.01.

Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.998 0.998
Flt Protected 0.984 0.950 0.998 0.999
Satd. Flow (prot) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Flt Permitted 0.984 0.950 0.998 0.999
Satd. Flow (perm) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 5 6 7 6 6 7 6 5
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Adj. Flow (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 4 0 0 344 0 0 290 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
Scenario AM Alt B
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 07/10/2025
Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (Veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Hourly flow rate (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Pedestrians 6 7 7 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.91 0.91 0.91 0.91 0.91 0.91
vC, conflicting volume 662 665 297 670 665 339 292 335
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 580 583 179 589 583 339 174 335
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 99 100 100 99 100
cM capacity (veh/h) 376 376 778 366 376 696 1271 1217
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 4 344 290
Volume Left 4 4 16 4
Volume Right 4 0 4 4
cSH 454 366 1271 1217
Volume to Capacity 0.03 0.01 0.01 0.00
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 13.1 15.0 0.5 0.1
Lane LOS B B A A
Approach Delay (s) 13.1 15.0 0.5 0.1
Approach LOS B B
Intersection Summary
Average Delay 0.7
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
Scenario AM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Future Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.850 0.850 0.997
Flt Protected 0.950 0.997 0.985 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1857 1583 0 0 1828 0 1770 Flt Permitted 0.950 0.975 0.806 0.950
Satd. Flow (perm) 1758 1863 1529 0 0 1814 1583 0 0 1492 0 1770 Right Turn on Red No Yes
Satd. Flow (RTOR) 1
Link Speed (mph) 25 25 25
Link Distance (ft) 509 699 372
Travel Time (s) 13.9 19.1 10.1
Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Peak Hour Factor 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 114 179 32 4 12 299 193 4 112 265 8 212 Shared Lane Traffic (%)
Lane Group Flow (vph) 114 179 32 0 0 315 193 0 0 389 0 212 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Left Right Left Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 1 2 1
Detector Template Left Thru Right Left Left Thru Right Left Left Thru Left Leading Detector (ft) 20 100 20 20 20 100 20 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 20 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94
Detector 2 Size(ft) 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Scenario AM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 76 3 6
Future Volume (vph) 190 116 74 76 3 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.98
Frt 0.850 0.991 0.850
Flt Protected 0.955
Satd. Flow (prot) 1863 1583 0 1760 0 1583
Flt Permitted 0.955
Satd. Flow (perm) 1863 1535 0 1754 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 285
Link Speed (mph) 25 25
Link Distance (ft) 1329 596
Travel Time (s) 36.2 16.3
Confl. Peds. (#/hr) 2 3 2 2 2
Peak Hour Factor 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 89 6 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 260 227 0 95 0 8
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Right Left Right Right
Median Width(ft) 12 12
Link Offset(ft) 0 0
Crosswalk Width(ft) 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 2 1 1 1
Detector Template Thru Right Left Right
Leading Detector (ft) 100 20 20 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 6 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94
Detector 2 Size(ft) 6
Detector 2 Type Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0
Turn Type NA Perm Prot Free
Scenario AM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Detector Phase 7 4 4 8 8 8 5 6 6 6 5
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12.0 12.0 8.0 Minimum Split (s) 8.0 34.6 34.6 30.6 30.6 30.6 12.2 32.6 32.6 32.6 12.2 Total Split (s) 10.0 40.6 40.6 30.6 30.6 30.6 17.7 36.1 36.1 36.1 17.7 Total Split (%) 8.7% 35.3% 35.3% 26.6% 26.6% 26.6% 15.4% 31.4% 31.4% 31.4% 15.4% Maximum Green (s) 6.0 33.0 33.0 23.0 23.0 23.0 13.5 28.5 28.5 28.5 13.5 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.6 3.2 All-Red Time (s) 0.5 4.0 4.0 4.0 4.0 4.0 1.0 4.0 4.0 4.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 7.6 7.6 7.6 4.2 7.6 4.2
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 2.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 18.0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 7
Act Effct Green (s) 6.1 31.5 31.5 21.4 13.7 28.8 13.7
Actuated g/C Ratio 0.06 0.29 0.29 0.20 0.13 0.26 0.13
v/c Ratio 1.16 0.33 0.07 0.89 0.98 0.99 0.96
Control Delay 189.8 34.0 30.6 71.4 109.3 85.0 101.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 189.8 34.0 30.6 71.4 109.3 85.0 101.6

LOS F C C E F F F
Approach Delay 88.3 85.8 85.0
Approach LOS F F F
Intersection Summary
Area Type: Other
Cycle Length: 115
Actuated Cycle Length: 109.3
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.16
Intersection Signal Delay: 71.4 Intersection LOS: E
Intersection Capacity Utilization 97.8% ICU Level of Service F Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd Scenario AM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group SBT SBR SBR2 NEL NER NER2
Protected Phases 2 9
Permitted Phases 2 Free
Detector Phase 2 2 9
Switch Phase
Minimum Initial (s) 8.0 8.0 11.0
Minimum Split (s) 34.6 34.6 20.6
Total Split (s) 53.8 53.8 20.6
Total Split (%) 46.8% 46.8% 17.9%
Maximum Green (s) 46.2 46.2 11.0
Yellow Time (s) 3.6 3.6 3.6
All-Red Time (s) 4.0 4.0 6.0
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 7.6 7.6 9.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.2 1.0
Recall Mode None None None
Walk Time (s) 7.0 7.0
Flash Dont Walk (s) 20.0 20.0
Pedestrian Calls (#/hr) 4 4
Act Effct Green (s) 46.7 46.7 11.1 109.3
Actuated g/C Ratio 0.43 0.43 0.10 1.00
v/c Ratio 0.33 0.35 0.53 0.01
Control Delay 24.2 25.0 60.8 0.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 24.2 25.0 60.8 0.0

LOS C C E A
Approach Delay 47.9 56.1
Approach LOS D E
Intersection Summary
Scenario AM Alt B
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Future Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.6 7.6 7.6 4.2 7.6 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95
Satd. Flow (prot) 1770 1863 1529 1856 1583 1825 1770
Flt Permitted 0.95 1.00 1.00 0.97 1.00 0.81 0.95
Satd. Flow (perm) 1770 1863 1529 1813 1583 1493 1770
Peak-hour factor, PHF 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 114 179 32 4 12 299 193 4 112 265 8 212 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 1 0 0
Lane Group Flow (vph) 114 179 32 0 0 315 193 0 0 388 0 212 Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Actuated Green, G (s) 6.1 31.5 31.5 21.4 13.7 28.8 13.7 Effective Green, g (s) 6.1 31.5 31.5 21.4 13.7 28.8 13.7 Actuated g/C Ratio 0.05 0.28 0.28 0.19 0.12 0.26 0.12
Clearance Time (s) 4.0 7.6 7.6 7.6 4.2 7.6 4.2
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2
Lane Grp Cap (vph) 96 526 432 348 194 385 217
v/s Ratio Prot c0.06 0.10 c0.12 0.12
v/s Ratio Perm 0.02 c0.17 c0.26
v/c Ratio 1.19 0.34 0.07 0.91 0.99 1.01 0.98
Uniform Delay, d1 52.7 31.7 29.3 44.0 48.8 41.3 48.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 150.8 0.1 0.0 25.4 62.7 48.0 53.8 Delay (s) 203.5 31.8 29.3 69.4 111.5 89.3 102.5
Level of Service F C C E F F F
Approach Delay (s) 91.8 85.4 89.3
Approach LOS F F F
Intersection Summary
HCM 2000 Control Delay 72.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 111.4 Sum of lost time (s) 33.0 Intersection Capacity Utilization 97.8% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Scenario AM Alt B
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Movement SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 76 3 6
Future Volume (vph) 190 116 74 76 3 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.6 7.6 9.6 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.97 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.85
Flt Protected 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1863 1536 1759 1550
Flt Permitted 1.00 1.00 0.96 1.00
Satd. Flow (perm) 1863 1536 1759 1550
Peak-hour factor, PHF 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 89 6 8
RTOR Reduction (vph) 0 0 0 0 0 0
Lane Group Flow (vph) 260 227 0 95 0 8
Confl. Peds. (#/hr) 2 3 2 2 2
Turn Type NA Perm Prot Free
Protected Phases 2 9
Permitted Phases 2 Free
Actuated Green, G (s) 46.7 46.7 8.4 111.4
Effective Green, g (s) 46.7 46.7 8.4 111.4
Actuated g/C Ratio 0.42 0.42 0.08 1.00
Clearance Time (s) 7.6 7.6 9.6
Vehicle Extension (s) 1.2 1.2 1.0
Lane Grp Cap (vph) 780 643 132 1550
v/s Ratio Prot 0.14 c0.05
v/s Ratio Perm 0.15 0.01
v/c Ratio 0.33 0.35 0.72 0.01
Uniform Delay, d1 21.8 22.1 50.3 0.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 14.5 0.0
Delay (s) 21.9 22.2 64.8 0.0
Level of Service C C E A
Approach Delay (s) 46.4 59.8
Approach LOS D E
Intersection Summary
Scenario AM Alt B
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.996 0.999 0.955 0.904
Flt Protected 0.950 0.950 0.968 0.986
Satd. Flow (prot) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Flt Permitted 0.950 0.950 0.968 0.986
Satd. Flow (perm) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 2 6 2 6 4
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Adj. Flow (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Shared Lane Traffic (%)
Lane Group Flow (vph) 4 318 0 4 530 0 0 24 0 0 28 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
Scenario AM Alt B
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 07/10/2025
Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (Veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Hourly flow rate (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Pedestrians 4 6 2 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 0 1
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84
vC, conflicting volume 536 320 882 868 322 874 870 538
vC1, stage 1 conf vol 324 324 542 542
vC2, stage 2 conf vol 558 544 332 328
vCu, unblocked vol 354 320 765 748 322 756 751 356
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 96 100 99 98 100 97
cM capacity (veh/h) 1008 1238 455 458 714 472 460 574
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 4 318 4 530 24 28
Volume Left 4 0 4 0 16 8
Volume Right 0 8 0 4 8 20
cSH 1008 1700 1238 1700 518 541
Volume to Capacity 0.00 0.19 0.00 0.31 0.05 0.05
Queue Length 95th (ft) 0 0 0 0 4 4
Control Delay (s) 8.6 0.0 7.9 0.0 12.3 12.0
Lane LOS A A B B
Approach Delay (s) 0.1 0.1 12.3 12.0
Approach LOS B B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
Scenario AM Alt B
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.865 0.998 0.997
Flt Protected 0.984 0.996 0.999
Satd. Flow (prot) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Flt Permitted 0.984 0.996 0.999
Satd. Flow (perm) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 1 4 9 6 4 9 6 1
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Adj. Flow (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 12 0 0 280 0 0 411 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
Scenario PM Alt B
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 07/10/2025
Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (Veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Hourly flow rate (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Pedestrians 4 9 9 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.86 0.86 0.86 0.86 0.86 0.86
vC, conflicting volume 735 728 412 737 730 273 407 269
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 612 604 237 614 606 273 231 269
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 100 100 98 98 99
cM capacity (veh/h) 332 343 683 329 342 756 1148 1285
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 12 280 411
Volume Left 4 0 20 8
Volume Right 4 12 4 8
cSH 406 756 1148 1285
Volume to Capacity 0.03 0.02 0.02 0.01
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 14.1 9.8 0.7 0.2
Lane LOS B A A A
Approach Delay (s) 14.1 9.8 0.7 0.2
Approach LOS B A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
Scenario PM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Future Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.98 0.98 1.00 1.00
Frt 0.850 0.850 0.995
Flt Protected 0.950 0.998 0.993 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1859 1583 0 1837 0 1770 1863 Flt Permitted 0.950 0.983 0.878 0.950
Satd. Flow (perm) 1737 1863 1545 0 0 1830 1583 0 1625 0 1770 1863 Right Turn on Red No Yes
Satd. Flow (RTOR) 2
Link Speed (mph) 25 25 25 25
Link Distance (ft) 509 699 372 1329
Travel Time (s) 13.9 19.1 10.1 36.2
Confl. Peds. (#/hr) 10 2 2 4 12
Peak Hour Factor 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 121 184 52 4 4 220 291 44 248 11 255 355 Shared Lane Traffic (%)
Lane Group Flow (vph) 121 184 52 0 0 228 291 0 303 0 255 355 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Right Left Left Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 2 1 2
Detector Template Left Thru Right Left Left Thru Right Left Thru Left Thru Leading Detector (ft) 20 100 20 20 20 100 20 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Scenario PM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 59 4 3
Future Volume (vph) 143 93 59 4 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.99 0.98
Frt 0.850 0.982 0.850
Flt Protected 0.958
Satd. Flow (prot) 1583 0 1746 0 1583
Flt Permitted 0.958
Satd. Flow (perm) 1545 0 1742 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 285
Link Speed (mph) 25
Link Distance (ft) 596
Travel Time (s) 16.3
Confl. Peds. (#/hr) 2 2 2 2
Peak Hour Factor 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 73 10 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 320 0 83 0 4
Enter Blocked Intersection No No No No No
Lane Alignment Right Right Left Right Right
Median Width(ft) 12
Link Offset(ft) 0
Crosswalk Width(ft) 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 1 1 1
Detector Template Right Left Right
Leading Detector (ft) 20 20 20
Trailing Detector (ft) 0 0 0
Detector 1 Position(ft) 0 0 0
Detector 1 Size(ft) 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0
Detector 2 Position(ft)
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Detector 2 Extend (s)
Turn Type Perm Prot Free

Scenario PM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Detector Phase 7 4 4 8 8 8 5 6 6 5 2
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12.0 8.0 8.0 Minimum Split (s) 8.0 34.6 34.6 30.6 30.6 30.6 12.2 32.6 32.6 12.2 34.6 Total Split (s) 10.0 40.6 40.6 30.6 30.6 30.6 20.0 33.8 33.8 20.0 53.8 Total Split (%) 8.7% 35.3% 35.3% 26.6% 26.6% 26.6% 17.4% 29.4% 29.4% 17.4% 46.8% Maximum Green (s) 6.0 33.0 33.0 23.0 23.0 23.0 15.8 26.2 26.2 15.8 46.2 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.2 3.6 All-Red Time (s) 0.5 4.0 4.0 4.0 4.0 4.0 1.0 4.0 4.0 1.0 4.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 7.6 7.6 7.6 4.2 7.6 4.2 7.6
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 1.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 20.0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 4
Act Effct Green (s) 6.2 26.8 26.8 16.4 16.4 21.9 16.4 42.7 Actuated g/C Ratio 0.06 0.27 0.27 0.16 0.16 0.22 0.16 0.42 v/c Ratio 1.11 0.37 0.13 0.76 1.13 0.85 0.89 0.45
Control Delay 166.4 34.8 31.9 59.3 138.0 61.8 76.3 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 166.4 34.8 31.9 59.3 138.0 61.8 76.3 24.8

LOS F C C E F E E C
Approach Delay 79.0 103.4 61.8 39.5
Approach LOS E F E D
Intersection Summary
Area Type: Other
Cycle Length: 115
Actuated Cycle Length: 100.6
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.13
Intersection Signal Delay: 64.6 Intersection LOS: E
Intersection Capacity Utilization 97.1% ICU Level of Service F Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd Scenario PM Alt B
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group SBR SBR2 NEL NER NER2
Protected Phases 9
Permitted Phases 2 Free
Detector Phase 2 9
Switch Phase
Minimum Initial (s) 8.0 11.0
Minimum Split (s) 34.6 20.6
Total Split (s) 53.8 20.6
Total Split (%) 46.8% 17.9%
Maximum Green (s) 46.2 11.0
Yellow Time (s) 3.6 3.6
All-Red Time (s) 4.0 6.0
Lost Time Adjust (s) 0.0 0.0
Total Lost Time (s) 7.6 9.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.0
Recall Mode None None
Walk Time (s) 7.0
Flash Dont Walk (s) 20.0
Pedestrian Calls (#/hr) 4
Act Effct Green (s) 42.7 11.4 100.6
Actuated g/C Ratio 0.42 0.11 1.00
v/c Ratio 0.49 0.42 0.00
Control Delay 26.3 54.4 0.0
Queue Delay 0.0 0.0 0.0
Total Delay 26.3 54.4 0.0

LOS C D A
Approach Delay 51.9
Approach LOS D
Intersection Summary
Scenario PM Alt B
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Future Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.6 7.6 7.6 4.2 7.6 4.2 7.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1770 1863 1546 1859 1583 1837 1770 1863 Flt Permitted 0.95 1.00 1.00 0.98 1.00 0.88 0.95 1.00
Satd. Flow (perm) 1770 1863 1546 1830 1583 1625 1770 1863 Peak-hour factor, PHF 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 121 184 52 4 4 220 291 44 248 11 255 355 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 2 0 0 0
Lane Group Flow (vph) 121 184 52 0 0 228 291 0 301 0 255 355 Confl. Peds. (#/hr) 10 2 2 4 12
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Actuated Green, G (s) 6.2 26.8 26.8 16.6 16.4 22.1 16.4 42.7 Effective Green, g (s) 6.2 26.8 26.8 16.6 16.4 22.1 16.4 42.7 Actuated g/C Ratio 0.06 0.26 0.26 0.16 0.16 0.22 0.16 0.42 Clearance Time (s) 4.0 7.6 7.6 7.6 4.2 7.6 4.2 7.6
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2 1.2
Lane Grp Cap (vph) 107 487 404 296 253 350 283 776
v/s Ratio Prot c0.07 0.10 c0.18 0.14 0.19
v/s Ratio Perm 0.03 c0.12 c0.19
v/c Ratio 1.13 0.38 0.13 0.77 1.15 0.86 0.90 0.46
Uniform Delay, d1 48.1 31.0 28.9 41.1 43.0 38.7 42.3 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 126.5 0.2 0.1 10.7 103.3 18.6 28.8 0.2 Delay (s) 174.7 31.2 29.0 51.8 146.3 57.3 71.1 21.7
Level of Service F C C D F E E C
Approach Delay (s) 79.5 104.8 57.3 35.4
Approach LOS E F E D
Intersection Summary
HCM 2000 Control Delay 62.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 102.5 Sum of lost time (s) 33.0 Intersection Capacity Utilization 97.1% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
Scenario PM Alt B
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 07/10/2025
Synchro 11 Report

Movement SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 59 4 3
Future Volume (vph) 143 93 59 4 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Total Lost time (s) 7.6 9.6 4.0
Lane Util. Factor 1.00 1.00 1.00
Frpb, ped/bikes 0.98 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00
Frt 0.85 0.98 0.85
Flt Protected 1.00 0.96 1.00
Satd. Flow (prot) 1546 1745 1550
Flt Permitted 1.00 0.96 1.00
Satd. Flow (perm) 1546 1745 1550
Peak-hour factor, PHF 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 73 10 4
RTOR Reduction (vph) 0 0 0 0 0
Lane Group Flow (vph) 320 0 83 0 4
Confl. Peds. (#/hr) 2 2 2 2
Turn Type Perm Prot Free
Protected Phases 9
Permitted Phases 2 Free
Actuated Green, G (s) 42.7 8.2 102.5
Effective Green, g (s) 42.7 8.2 102.5
Actuated g/C Ratio 0.42 0.08 1.00
Clearance Time (s) 7.6 9.6
Vehicle Extension (s) 1.2 1.0
Lane Grp Cap (vph) 644 139 1550
v/s Ratio Prot c0.05
v/s Ratio Perm 0.21 0.00
v/c Ratio 0.50 0.60 0.00
Uniform Delay, d1 22.0 45.6 0.0
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 0.2 4.5 0.0
Delay (s) 22.2 50.1 0.0
Level of Service C D A
Approach Delay (s) 47.8
Approach LOS D
Intersection Summary
Scenario PM Alt B
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 07/10/2025
Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.995 0.997 0.919
Flt Protected 0.950 0.950 0.968 0.990
Satd. Flow (prot) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Flt Permitted 0.950 0.950 0.968 0.990
Satd. Flow (perm) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 8 8 4 8 8 4 4
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Adj. Flow (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Shared Lane Traffic (%)
Lane Group Flow (vph) 8 337 0 4 394 0 0 12 0 0 20 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
Scenario PM Alt B
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 07/10/2025
Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (Veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Hourly flow rate (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Pedestrians 8 8 8 4
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.89 0.89 0.89 0.89 0.89 0.89
vC, conflicting volume 398 345 771 761 347 753 763 402
vC1, stage 1 conf vol 355 355 402 402
vC2, stage 2 conf vol 416 406 351 361
vCu, unblocked vol 269 345 685 674 347 665 676 273
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 98 99 100 99 99 98
cM capacity (veh/h) 1155 1206 511 503 687 528 504 678
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 8 337 4 394 12 20
Volume Left 8 0 4 0 8 4
Volume Right 0 12 0 8 0 12
cSH 1155 1700 1206 1700 509 603
Volume to Capacity 0.01 0.20 0.00 0.23 0.02 0.03
Queue Length 95th (ft) 1 0 0 0 2 3
Control Delay (s) 8.1 0.0 8.0 0.0 12.2 11.2
Lane LOS A A B B
Approach Delay (s) 0.2 0.1 12.2 11.2
Approach LOS B B
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
Scenario PM Alt B
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (vph) 1 1 1 1 0 0 8 288 1 2 220 2
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.998 0.998
Flt Protected 0.984 0.950 0.998 0.999
Satd. Flow (prot) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Flt Permitted 0.984 0.950 0.998 0.999
Satd. Flow (perm) 0 1750 0 0 1770 0 0 1855 0 0 1857 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 5 6 7 6 6 7 6 5
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Adj. Flow (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 4 0 0 344 0 0 290 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Future Volume (Veh/h) 1 1 1 1 0 0 8 288 1 2 220 2
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.25 0.25 0.25 0.25 1.00 1.00 0.50 0.89 0.25 0.50 0.78 0.50 Hourly flow rate (vph) 4 4 4 4 0 0 16 324 4 4 282 4
Pedestrians 6 7 7 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92
vC, conflicting volume 662 665 297 670 665 339 292 335
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 589 593 193 598 593 339 187 335
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 99 100 100 99 100
cM capacity (veh/h) 375 375 773 364 375 696 1270 1217
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 4 344 290
Volume Left 4 4 16 4
Volume Right 4 0 4 4
cSH 452 364 1270 1217
Volume to Capacity 0.03 0.01 0.01 0.00
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 13.2 15.0 0.5 0.1
Lane LOS B B A A
Approach Delay (s) 13.2 15.0 0.5 0.1
Approach LOS B B
Intersection Summary
Average Delay 0.7
Intersection Capacity Utilization 32.1% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Future Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.96 1.00 1.00
Frt 0.850 0.850 0.997
Flt Protected 0.950 0.997 0.985 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1857 1583 0 0 1828 0 1770 Flt Permitted 0.950 0.980 0.807 0.950
Satd. Flow (perm) 1757 1863 1526 0 0 1823 1583 0 0 1494 0 1770 Right Turn on Red No Yes
Satd. Flow (RTOR) 1
Link Speed (mph) 25 25 25
Link Distance (ft) 509 699 372
Travel Time (s) 13.9 19.1 10.1
Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Peak Hour Factor 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 114 179 32 4 12 299 193 4 112 265 8 212 Shared Lane Traffic (%)
Lane Group Flow (vph) 114 179 32 0 0 315 193 0 0 389 0 212 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Left Right Left Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 1 2 1
Detector Template Left Thru Right Left Left Thru Right Left Left Thru Left Leading Detector (ft) 20 100 20 20 20 100 20 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 20 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94
Detector 2 Size(ft) 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Lane Group SBT SBR SBR2 NEL NER NER2 Ø12
Lane Configurations
Traffic Volume (vph) 190 116 74 76 3 6
Future Volume (vph) 190 116 74 76 3 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 0.99 0.98
Frt 0.850 0.991 0.850
Flt Protected 0.955
Satd. Flow (prot) 1863 1583 0 1759 0 1583
Flt Permitted 0.955
Satd. Flow (perm) 1863 1533 0 1754 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 176
Link Speed (mph) 25 25
Link Distance (ft) 1329 596
Travel Time (s) 36.2 16.3
Confl. Peds. (#/hr) 2 3 2 2 2
Peak Hour Factor 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 89 6 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 260 227 0 95 0 8
Enter Blocked Intersection No No No No No No
Lane Alignment Left Right Right Left Right Right
Median Width(ft) 12 12
Link Offset(ft) 0 0
Crosswalk Width(ft) 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 2 1 1 1
Detector Template Thru Right Left Right
Leading Detector (ft) 100 20 20 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 6 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94
Detector 2 Size(ft) 6
Detector 2 Type Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0
Turn Type NA Perm Prot Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Detector Phase 7 4 4 8 8 8 5 6 6 6 5
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12.0 12.0 8.0 Minimum Split (s) 8.0 31.6 31.6 27.6 27.6 27.6 12.2 29.6 29.6 29.6 12.2 Total Split (s) 12.0 40.0 40.0 28.0 28.0 28.0 20.2 38.2 38.2 38.2 20.2 Total Split (%) 9.2% 30.8% 30.8% 21.5% 21.5% 21.5% 15.5% 29.4% 29.4% 29.4% 15.5% Maximum Green (s) 8.0 35.4 35.4 23.4 23.4 23.4 16.0 33.6 33.6 33.6 16.0 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.6 3.2 All-Red Time (s) 0.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 2.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 18.0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 7
Act Effct Green (s) 8.0 34.8 34.8 22.8 16.0 33.6 16.0
Actuated g/C Ratio 0.07 0.31 0.31 0.20 0.14 0.30 0.14
v/c Ratio 0.91 0.31 0.07 0.86 0.87 0.88 0.85
Control Delay 113.9 31.9 28.3 66.8 82.1 60.1 77.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 113.9 31.9 28.3 66.8 82.1 60.1 77.3

LOS F C C E F E E
Approach Delay 60.3 72.6 60.1
Approach LOS E E E
Intersection Summary
Area Type: Other
Cycle Length: 130
Actuated Cycle Length: 113.4
Natural Cycle: 130
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 55.2 Intersection LOS: E
Intersection Capacity Utilization 83.6% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Lane Group SBT SBR SBR2 NEL NER NER2 Ø12
Protected Phases 2 9 12
Permitted Phases 2 Free
Detector Phase 2 2 9
Switch Phase
Minimum Initial (s) 8.0 8.0 11.0 1.0
Minimum Split (s) 31.6 31.6 15.6 16.0
Total Split (s) 58.4 58.4 15.6 16.0
Total Split (%) 44.9% 44.9% 12.0% 12%
Maximum Green (s) 53.8 53.8 11.0 14.0
Yellow Time (s) 3.6 3.6 3.6 2.0
All-Red Time (s) 1.0 1.0 1.0 0.0
Lost Time Adjust (s) 0.0 0.0 0.0
Total Lost Time (s) 4.6 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.2 1.0 3.0
Recall Mode None None None None
Walk Time (s) 7.0 7.0 3.0
Flash Dont Walk (s) 20.0 20.0 11.0
Pedestrian Calls (#/hr) 4 4 0
Act Effct Green (s) 53.8 53.8 11.0 113.4
Actuated g/C Ratio 0.47 0.47 0.10 1.00
v/c Ratio 0.29 0.31 0.56 0.01
Control Delay 19.5 20.0 62.5 0.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 19.5 20.0 62.5 0.0

LOS B C E A
Approach Delay 37.2 57.6
Approach LOS D E
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL2 NBL NBT NBR SBL Lane Configurations
Traffic Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Future Volume (vph) 87 131 24 2 5 278 181 1 65 228 2 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95
Satd. Flow (prot) 1770 1863 1529 1856 1583 1825 1770
Flt Permitted 0.95 1.00 1.00 0.98 1.00 0.81 0.95
Satd. Flow (perm) 1770 1863 1529 1822 1583 1495 1770
Peak-hour factor, PHF 0.76 0.73 0.75 0.50 0.42 0.93 0.94 0.25 0.58 0.86 0.25 0.81 Adj. Flow (vph) 114 179 32 4 12 299 193 4 112 265 8 212 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 1 0 0
Lane Group Flow (vph) 114 179 32 0 0 315 193 0 0 388 0 212 Confl. Peds. (#/hr) 4 7 7 9 2 3 9
Turn Type Prot NA Perm Perm Perm NA Over Perm Perm NA Prot Protected Phases 7 4 8 5 6 5
Permitted Phases 4 8 8 6 6
Actuated Green, G (s) 8.0 34.8 34.8 22.8 16.0 33.6 16.0 Effective Green, g (s) 8.0 34.8 34.8 22.8 16.0 33.6 16.0 Actuated g/C Ratio 0.07 0.31 0.31 0.20 0.14 0.30 0.14
Clearance Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2
Lane Grp Cap (vph) 124 571 469 366 223 442 249
v/s Ratio Prot c0.06 0.10 c0.12 0.12
v/s Ratio Perm 0.02 c0.17 c0.26
v/c Ratio 0.92 0.31 0.07 0.86 0.87 0.88 0.85
Uniform Delay, d1 52.4 30.1 27.8 43.8 47.6 38.0 47.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 55.8 0.1 0.0 17.7 26.9 17.3 22.6
Delay (s) 108.2 30.3 27.8 61.5 74.5 55.3 70.1
Level of Service F C C E E E E
Approach Delay (s) 57.4 66.4 55.3
Approach LOS E E E
Intersection Summary
HCM 2000 Control Delay 50.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 113.4 Sum of lost time (s) 24.0 Intersection Capacity Utilization 83.6% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Movement SBT SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 190 116 74 76 3 6
Future Volume (vph) 190 116 74 76 3 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.97 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 1.00 0.85 0.99 0.85
Flt Protected 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1863 1535 1759 1550
Flt Permitted 1.00 1.00 0.96 1.00
Satd. Flow (perm) 1863 1535 1759 1550
Peak-hour factor, PHF 0.73 0.81 0.88 0.85 0.50 0.75
Adj. Flow (vph) 260 143 84 89 6 8
RTOR Reduction (vph) 0 0 0 0 0 0
Lane Group Flow (vph) 260 227 0 95 0 8
Confl. Peds. (#/hr) 2 3 2 2 2
Turn Type NA Perm Prot Free
Protected Phases 2 9
Permitted Phases 2 Free
Actuated Green, G (s) 53.8 53.8 11.0 113.4
Effective Green, g (s) 53.8 53.8 11.0 113.4
Actuated g/C Ratio 0.47 0.47 0.10 1.00
Clearance Time (s) 4.6 4.6 4.6
Vehicle Extension (s) 1.2 1.2 1.0
Lane Grp Cap (vph) 883 728 170 1550
v/s Ratio Prot 0.14 c0.05
v/s Ratio Perm 0.15 0.01
v/c Ratio 0.29 0.31 0.56 0.01
Uniform Delay, d1 18.2 18.4 48.9 0.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 2.3 0.0
Delay (s) 18.3 18.5 51.1 0.0
Level of Service B B D A
Approach Delay (s) 34.1 47.2
Approach LOS C D
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (vph) 2 245 4 1 458 3 11 0 2 4 0 8
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.996 0.999 0.955 0.904
Flt Protected 0.950 0.950 0.968 0.986
Satd. Flow (prot) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Flt Permitted 0.950 0.950 0.968 0.986
Satd. Flow (perm) 1770 1855 0 1770 1861 0 0 1722 0 0 1660 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 2 6 2 6 4
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Adj. Flow (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Shared Lane Traffic (%)
Lane Group Flow (vph) 4 318 0 4 530 0 0 24 0 0 28 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario AM Alt C 10:55 am 06/27/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Future Volume (Veh/h) 2 245 4 1 458 3 11 0 2 4 0 8
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.79 0.50 0.25 0.87 0.75 0.69 1.00 0.25 0.50 1.00 0.40 Hourly flow rate (vph) 4 310 8 4 526 4 16 0 8 8 0 20
Pedestrians 4 6 2 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 0 1
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84
vC, conflicting volume 536 320 882 868 322 874 870 538
vC1, stage 1 conf vol 324 324 542 542
vC2, stage 2 conf vol 558 544 332 328
vCu, unblocked vol 356 320 766 750 322 757 752 358
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 100 96 100 99 98 100 97
cM capacity (veh/h) 1008 1238 455 458 714 472 460 573
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 4 318 4 530 24 28
Volume Left 4 0 4 0 16 8
Volume Right 0 8 0 4 8 20
cSH 1008 1700 1238 1700 518 540
Volume to Capacity 0.00 0.19 0.00 0.31 0.05 0.05
Queue Length 95th (ft) 0 0 0 0 4 4
Control Delay (s) 8.6 0.0 7.9 0.0 12.3 12.0
Lane LOS A A B B
Approach Delay (s) 0.1 0.1 12.3 12.0
Approach LOS B B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
1: High St & Bayo Vista Ave 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (vph) 2 2 2 0 0 5 6 243 2 5 363 4
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.955 0.865 0.998 0.997
Flt Protected 0.984 0.996 0.999
Satd. Flow (prot) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Flt Permitted 0.984 0.996 0.999
Satd. Flow (perm) 0 1750 0 0 1611 0 0 1852 0 0 1855 0
Link Speed (mph) 25 25 25 25
Link Distance (ft) 330 400 1691 372
Travel Time (s) 9.0 10.9 46.1 10.1
Confl. Peds. (#/hr) 1 4 9 6 4 9 6 1
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Adj. Flow (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 12 0 0 12 0 0 280 0 0 411 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 0 0 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
1: High St & Bayo Vista Ave 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Future Volume (Veh/h) 2 2 2 0 0 5 6 243 2 5 363 4
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.50 0.50 0.50 1.00 1.00 0.42 0.30 0.95 0.50 0.62 0.92 0.50 Hourly flow rate (vph) 4 4 4 0 0 12 20 256 4 8 395 8
Pedestrians 4 9 9 6
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 0 1 1 1
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 372
pX, platoon unblocked 0.88 0.88 0.88 0.88 0.88 0.88
vC, conflicting volume 735 728 412 737 730 273 407 269
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 629 621 261 631 623 273 255 269
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 99 99 100 100 98 98 99
cM capacity (veh/h) 330 342 676 327 341 756 1146 1285
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 12 12 280 411
Volume Left 4 0 20 8
Volume Right 4 12 4 8
cSH 403 756 1146 1285
Volume to Capacity 0.03 0.02 0.02 0.01
Queue Length 95th (ft) 2 1 1 0
Control Delay (s) 14.2 9.8 0.7 0.2
Lane LOS B A A A
Approach Delay (s) 14.2 9.8 0.7 0.2
Approach LOS B A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Future Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 100 0 140 0 0 120
Storage Lanes 1 1 0 1 0 0 1
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.98 0.98 1.00 1.00
Frt 0.850 0.850 0.995
Flt Protected 0.950 0.998 0.993 0.950
Satd. Flow (prot) 1770 1863 1583 0 0 1859 1583 0 1837 0 1770 1863 Flt Permitted 0.950 0.987 0.896 0.950
Satd. Flow (perm) 1733 1863 1544 0 0 1838 1583 0 1658 0 1770 1863 Right Turn on Red No Yes
Satd. Flow (RTOR) 1
Link Speed (mph) 25 25 25 25
Link Distance (ft) 509 699 372 1329
Travel Time (s) 13.9 19.1 10.1 36.2
Confl. Peds. (#/hr) 10 2 2 4 12
Peak Hour Factor 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 121 184 52 4 4 220 291 44 248 11 255 355 Shared Lane Traffic (%)
Lane Group Flow (vph) 121 184 52 0 0 228 291 0 303 0 255 355 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Left Right Left Left Right Left Left Median Width(ft) 12 12 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 15 9 15 9 15
Number of Detectors 1 2 1 1 1 2 1 1 2 1 2
Detector Template Left Thru Right Left Left Thru Right Left Thru Left Thru Leading Detector (ft) 20 100 20 20 20 100 20 20 100 20 100 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 6 20 20 6 20 6
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group SBR SBR2 NEL NER NER2 Ø12
Lane Configurations
Traffic Volume (vph) 143 93 59 4 3
Future Volume (vph) 143 93 59 4 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 60
Storage Lanes 1 1 1
Taper Length (ft) 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.99 0.98
Frt 0.850 0.982 0.850
Flt Protected 0.958
Satd. Flow (prot) 1583 0 1746 0 1583
Flt Permitted 0.958
Satd. Flow (perm) 1544 0 1741 0 1550
Right Turn on Red No Yes
Satd. Flow (RTOR) 176
Link Speed (mph) 25
Link Distance (ft) 596
Travel Time (s) 16.3
Confl. Peds. (#/hr) 2 2 2 2
Peak Hour Factor 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 73 10 4
Shared Lane Traffic (%)
Lane Group Flow (vph) 320 0 83 0 4
Enter Blocked Intersection No No No No No
Lane Alignment Right Right Left Right Right
Median Width(ft) 12
Link Offset(ft) 0
Crosswalk Width(ft) 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 9 9 15 9 9
Number of Detectors 1 1 1
Detector Template Right Left Right
Leading Detector (ft) 20 20 20
Trailing Detector (ft) 0 0 0
Detector 1 Position(ft) 0 0 0
Detector 1 Size(ft) 20 20 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0
Detector 2 Position(ft)
Detector 2 Size(ft)
Detector 2 Type
Detector 2 Channel
Detector 2 Extend (s)
Turn Type Perm Prot Free
Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Detector Phase 7 4 4 8 8 8 5 6 6 5 2
Switch Phase
Minimum Initial (s) 4.0 10.0 10.0 10.0 10.0 10.0 8.0 12.0 12.0 8.0 8.0 Minimum Split (s) 8.0 31.6 31.6 27.6 27.6 27.6 12.2 29.6 29.6 12.2 31.6 Total Split (s) 13.0 40.6 40.6 27.6 27.6 27.6 28.0 29.8 29.8 28.0 57.8 Total Split (%) 10.0% 31.2% 31.2% 21.2% 21.2% 21.2% 21.5% 22.9% 22.9% 21.5% 44.5% Maximum Green (s) 9.0 36.0 36.0 23.0 23.0 23.0 23.8 25.2 25.2 23.8 53.2 Yellow Time (s) 3.5 3.6 3.6 3.6 3.6 3.6 3.2 3.6 3.6 3.2 3.6 All-Red Time (s) 0.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.0 1.0 1.2 2.2 2.2 1.2 1.2 Recall Mode None None None None None None None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 20.0 20.0 16.0 16.0 16.0 18.0 18.0 20.0 Pedestrian Calls (#/hr) 5 5 5 5 5 7 7 4
Act Effct Green (s) 9.2 29.8 29.8 16.5 24.4 24.4 24.4 53.1 Actuated g/C Ratio 0.09 0.28 0.28 0.15 0.23 0.23 0.23 0.50 v/c Ratio 0.80 0.35 0.12 0.81 0.81 0.80 0.63 0.38
Control Delay 85.5 35.0 32.5 66.8 60.1 57.9 48.8 21.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 85.5 35.0 32.5 66.8 60.1 57.9 48.8 21.1

LOS F D C E E E D C
Approach Delay 51.8 63.0 57.9 29.1
Approach LOS D E E C
Intersection Summary
Area Type: Other
Cycle Length: 130
Actuated Cycle Length: 106.8
Natural Cycle: 130
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 45.8 Intersection LOS: D
Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 2: Gibbons Dr & High St & Fernside Blvd

Lanes, Volumes, Timings
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group SBR SBR2 NEL NER NER2 Ø12
Protected Phases 9 12
Permitted Phases 2 Free
Detector Phase 2 9
Switch Phase
Minimum Initial (s) 8.0 11.0 1.0
Minimum Split (s) 31.6 15.6 16.0
Total Split (s) 57.8 15.6 16.0
Total Split (%) 44.5% 12.0% 12%
Maximum Green (s) 53.2 11.0 14.0
Yellow Time (s) 3.6 3.6 2.0
All-Red Time (s) 1.0 1.0 0.0
Lost Time Adjust (s) 0.0 0.0
Total Lost Time (s) 4.6 4.6
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 1.2 1.0 3.0
Recall Mode None None None
Walk Time (s) 7.0 3.0
Flash Dont Walk (s) 20.0 11.0
Pedestrian Calls (#/hr) 4 5
Act Effct Green (s) 53.1 11.3 106.8
Actuated g/C Ratio 0.50 0.11 1.00
v/c Ratio 0.42 0.45 0.00
Control Delay 22.3 58.5 0.0
Queue Delay 0.0 0.0 0.0
Total Delay 22.3 58.5 0.0

LOS C E A
Approach Delay 55.8
Approach LOS E
Intersection Summary
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Movement EBL EBT EBR WBL2 WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations
Traffic Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Future Volume (vph) 99 169 32 1 1 207 282 35 233 4 212 305 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1770 1863 1545 1859 1583 1837 1770 1863 Flt Permitted 0.95 1.00 1.00 0.99 1.00 0.90 0.95 1.00
Satd. Flow (perm) 1770 1863 1545 1838 1583 1657 1770 1863 Peak-hour factor, PHF 0.82 0.92 0.61 0.25 0.25 0.94 0.97 0.80 0.94 0.38 0.83 0.86 Adj. Flow (vph) 121 184 52 4 4 220 291 44 248 11 255 355 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 1 0 0 0
Lane Group Flow (vph) 121 184 52 0 0 228 291 0 302 0 255 355 Confl. Peds. (#/hr) 10 2 2 4 12
Turn Type Prot NA Perm Perm Perm NA Over Perm NA Prot NA Protected Phases 7 4 8 5 6 5 2
Permitted Phases 4 8 8 6
Actuated Green, G (s) 9.2 29.8 29.8 16.6 24.4 24.5 24.4 53.1 Effective Green, g (s) 9.2 29.8 29.8 16.6 24.4 24.5 24.4 53.1 Actuated g/C Ratio 0.08 0.27 0.27 0.15 0.22 0.22 0.22 0.49 Clearance Time (s) 4.0 4.6 4.6 4.6 4.2 4.6 4.2 4.6
Vehicle Extension (s) 3.0 1.0 1.0 1.0 1.2 2.2 1.2 1.2
Lane Grp Cap (vph) 148 507 421 279 353 371 395 905
v/s Ratio Prot c0.07 0.10 c0.18 0.14 0.19
v/s Ratio Perm 0.03 c0.12 c0.18
v/c Ratio 0.82 0.36 0.12 0.82 0.82 0.81 0.65 0.39
Uniform Delay, d1 49.2 32.1 29.9 44.9 40.4 40.2 38.5 17.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 28.2 0.2 0.0 15.9 13.8 12.4 2.7 0.1 Delay (s) 77.5 32.2 30.0 60.8 54.2 52.6 41.2 18.0
Level of Service E C C E D D D B
Approach Delay (s) 47.2 57.1 52.6 24.5
Approach LOS D E D C
Intersection Summary
HCM 2000 Control Delay 40.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 109.3 Sum of lost time (s) 24.0 Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
2: Gibbons Dr & High St & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Movement SBR SBR2 NEL NER NER2
Lane Configurations
Traffic Volume (vph) 143 93 59 4 3
Future Volume (vph) 143 93 59 4 3
Ideal Flow (vphpl) 1900 1900 1900 1900 1900
Total Lost time (s) 4.6 4.6 4.0
Lane Util. Factor 1.00 1.00 1.00
Frpb, ped/bikes 0.98 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00
Frt 0.85 0.98 0.85
Flt Protected 1.00 0.96 1.00
Satd. Flow (prot) 1545 1745 1550
Flt Permitted 1.00 0.96 1.00
Satd. Flow (perm) 1545 1745 1550
Peak-hour factor, PHF 0.81 0.65 0.81 0.42 0.75
Adj. Flow (vph) 177 143 73 10 4
RTOR Reduction (vph) 0 0 0 0 0
Lane Group Flow (vph) 320 0 83 0 4
Confl. Peds. (#/hr) 2 2 2 2
Turn Type Perm Prot Free
Protected Phases 9
Permitted Phases 2 Free
Actuated Green, G (s) 53.1 8.3 109.3
Effective Green, g (s) 53.1 8.3 109.3
Actuated g/C Ratio 0.49 0.08 1.00
Clearance Time (s) 4.6 4.6
Vehicle Extension (s) 1.2 1.0
Lane Grp Cap (vph) 750 132 1550
v/s Ratio Prot c0.05
v/s Ratio Perm 0.21 c0.00
v/c Ratio 0.43 0.63 0.00
Uniform Delay, d1 18.2 49.0 0.0
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 0.1 6.6 0.0
Delay (s) 18.4 55.6 0.0
Level of Service B E A
Approach Delay (s) 53.0
Approach LOS D
Intersection Summary
Lanes, Volumes, Timings
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (vph) 6 286 6 2 340 4 3 1 0 3 1 6
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 200 100 200 100 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Taper Length (ft) 25 25 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor
Frt 0.995 0.997 0.919
Flt Protected 0.950 0.950 0.968 0.990
Satd. Flow (prot) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Flt Permitted 0.950 0.950 0.968 0.990
Satd. Flow (perm) 1770 1853 0 1770 1857 0 0 1803 0 0 1695 0 Link Speed (mph) 25 25 25 25
Link Distance (ft) 547 509 358 297
Travel Time (s) 14.9 13.9 9.8 8.1
Confl. Peds. (#/hr) 4 8 8 4 8 8 4 4
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Adj. Flow (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Shared Lane Traffic (%)
Lane Group Flow (vph) 8 337 0 4 394 0 0 12 0 0 20 0
Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 0 0
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
3: Cornell Dr & Fernside Blvd 09/12/2025
Scenario PM Alt C 11:59 pm 07/08/2025 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Future Volume (Veh/h) 6 286 6 2 340 4 3 1 0 3 1 6
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.75 0.88 0.50 0.50 0.88 0.50 0.38 0.25 1.00 0.75 0.25 0.50 Hourly flow rate (vph) 8 325 12 4 386 8 8 4 0 4 4 12
Pedestrians 8 8 8 4
Lane Width (ft) 12.0 12.0 12.0 12.0
Walking Speed (ft/s) 4.0 4.0 4.0 4.0
Percent Blockage 1 1 1 0
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft) 509
pX, platoon unblocked 0.89 0.89 0.89 0.89 0.89 0.89
vC, conflicting volume 398 345 771 761 347 753 763 402
vC1, stage 1 conf vol 355 355 402 402
vC2, stage 2 conf vol 416 406 351 361
vCu, unblocked vol 265 345 683 672 347 663 674 269
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s) 6.1 5.5 6.1 5.5
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 98 99 100 99 99 98
cM capacity (veh/h) 1155 1206 512 503 687 529 505 680
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
Volume Total 8 337 4 394 12 20
Volume Left 8 0 4 0 8 4
Volume Right 0 12 0 8 0 12
cSH 1155 1700 1206 1700 509 603
Volume to Capacity 0.01 0.20 0.00 0.23 0.02 0.03
Queue Length 95th (ft) 1 0 0 0 2 3
Control Delay (s) 8.1 0.0 8.0 0.0 12.2 11.2
Lane LOS A A B B
Approach Delay (s) 0.2 0.1 12.2 11.2
Approach LOS B B
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15