ASSOCIATED TRANSPORTATION ENGINEERS
100 N. Hope Avenue, Suite 4, Santa Barbara, CA 93110 • (805] 687-4418 • FAX (805) 682-8509 Since 1978
Richard L. Pool, P.E
Scott A. Schell, AICP, PTP
October 2, 2017 16019.01L01
Mr. Fred Goldsmith
PGI Management
1606 North Main Street
Salinas, CA
HARDEN RANCH PLAZA TRAFFIC SIGNAL ANALYSIS, CITY OF SALINAS Associated Transportation Engineers (ATE) is providing the following traffic signal analysis for the Main Street/Harden Ranch Plaza driveway opposite Cherokee Drive.
The existing Main Street/Cherokee Drive-Harden Ranch Plaza intersection is unsignalized with restricted turning movements due to the raised median on Main Street. The raised median restricts the eastbound Cherokee Drive approach to right-turns inbound and outbound only.
The westbound Harden Ranch Plaza driveway approach allows left-turns and right-turns inbound and outbound. However no through traffic movements are allowed to or from Cherokee Drive at the intersection.
Main Street is a 6-lane north-south divided arterial roadway with a posted speed of 35 m.p.h. in the study-area. Main Street is a commercial corridor with traffic signals that require coordination in order to provide good progression within the corridor. In the study-area, the Madrid Street/Harden Parkway and Alvin Drive signals are programmed as part of the corridor and the timing set to work with the signals within the corridor.
ATE evaluated the operation of the Main Street/Cherokee Drive-Harden Ranch Plaza intersection with the existing STOP-sign control and with traffic signals installed at the intersection. The existing trips were redistributed through the Main Street corridor assuming full access at the Main Street/Cherokee Drive-Harden Ranch Plaza intersection as shown on the conceptual Improvement Plan illustrated on Figure 1.
The "Synchro" traffic analysis software program was used to review operations of the Main Street corridor from Madrid Street-Harden Parkway to Alvin Drive. "Synchro" is a complete software package for modeling and optimizing traffic signal timings, and is the only interactive software package to model actuated signals. "Synchro" implements the operations methods of the Highway Capacity Manual (Chapter 9) for signalized intersections, performing the Engineering • Planning • Parking • Signal Systems • Impact Reports • Bikeways • Transit Fred Goldsmith Page 2 October 2, 2017
industry standard evaluation of intersection performance based on Webster delays. In addition to calculating capacity, "Synchro" also optimizes cycle lengths, splits and offsets (similar to TRANSYT).
Arterials such as Main Street can be programmed as an actuated-coordinated system to allow "Synchro" to find the optimal timing plan for the corridor. "Synchro" calculates the effects of coordination automatically and accurately. The results not only show intersection levels of service, but other important data such as progression and vehicle platooning within the network as well as queuing at individual intersections within the network.
Table 1 shows the levels of service for the Main Street/Cherokee Drive-Harden Ranch Plaza driveway intersection without and with traffic signals and the adjacent intersections of Madrid Street/Harden Parkway and Alvin Drive. As shown, the Harden Ranch Plaza driveway and the adjacent intersections would operate at LOS "C" or better.
Table 1
Main Street Corridor Intersection LOS
Intersection Weekday Weekday w/Signal Weekend Weekend w/Signal Main St./Harden Pkwy. 28.8 sec./LOS C 24.3 sec./LOS C 32.5 sec./LOS C 26.3 sec./LOS C Main St./Cherokee Dr. > 50.0 sec./LOS F 15.5 sec./LOS B > 50.0 sec./LOS F 15.1 sec./LOS B Main St./Alvin Dr. 24.2 sec./LOS C 22.3 sec./LOS C 20.6 sec./LOS C 18.1 sec./LOS B The "Sim Traffic" model was employed for the Main Street corridor from Madrid Street/Harden arkway to Alvin Drive, including Cherokee Drive to visually review its operations and attects The results indicate that there would be adequate gaps in the Main Street through traffic flow.
The "Synchro" and the companion "Sim Traffic" files are available for review upon request.
ATE also utilized the "Synchro" software to evaluate the queues at the three study-area intersections. Table 2 shows the 95" percentile queue lengths for the northbound left-turn, through and right-turn movements at the Main Street/Madrid Street-Harden Parkway intersection with the weekday and weekend P.M. peak hour volumes. The 95" percentile queue length is the queue that is exceeded 5% of the time during the peak hour. For example, the Main Street/Madrid Street-Harden Parkway intersection runs at a 90-second cycle length, or 40 cycles per hour. The 95" percentile queue length would occur 2 times during the peak hour (40 cycles × 5% = 1.5 cycles) at this location.
Fred Goldsmith Page 3 October 2, 2017
Table 2
Storage Requirements at the Main Street/Madrid Street-Harden Parkway Intersection With Traffic Signal
95% Queue Length
Movement Existing Storage Weekday P.M. Peak Hour Weekend P.M. Peak Hour Northbound Left-Turn 200 feet 130 feet 200 feet
Northbound Through 500 feet 175 feet 90 feet
Northbound Right-Turn 140 feet 65 feet 15 feet
The queuing analysis found that there is sufficient distance northbound between the Madrid Street/Harden Parkway and the Cherokee Drive-Harden Ranch Plaza driveway intersection to store vehicles during red phases. The existing storage provided for left-turns and right-turns was determined to also be sufficient.
Table 3 shows the 95" percentile queue lengths for the northbound, southbound, eastbound and westbound approach movements at the Main Street/Cherokee Drive intersection with the weekday and weekend P.M. peak hour volumes.
Table 3
Storage Requirements at the Main Street/Cherokee Drive Intersection With Traffic Signal
95% Queue Length
Movement Existing Storage Weekday P.M. Peak Hour Weekend P.M. Peak Hour Northbound Left-Turn 150 feet 45 feet 50 feet
Northbound Through 1,300 feet 75 feet 140 feet
Northbound Right-Turn 100 feet 5 feet 5 feet
Eastbound Through 550 feet 210 feet 250 feet
Westbound Left-Turn 250 feet 75 feet 90 feet
Westbound Through 125 feet 120 feet 100 feet
Southbound Left-Turn 180 feet 60 feet 35 feet
Southbound Through 500 feet 120 feet 95 feet
Fred Goldsmith Page 4 October 2, 2017
The queuing analysis found that there is sufficient distance between the Madrid Street/Harden Parkway, Alvin Drive and the Cherokee Drive-Harden Ranch Plaza driveway intersection to store vehicles during red phases. The existing storage provided for left-turns and right-turns was determined to also be sufficient. The westbound approach queue of the shopping center driveway would be accommodated by the existing driveway throat.
Table 4 shows the 95" percentile queue lengths for the southbound left-turn, through and right-turn movements at the Main Street/Alvin Drive intersection with the weekday and weekend P.M. peak hour volumes.
Table 4
Storage Requirements at the Main Street/Alvin Drive Intersection With Traffic Signal
95% Queue Length
Movement Existing Storage Weekday P.M. Peak Hour Weekend P.M. Peak Hour Southbound Left-Turn 430 feet 80 feet 50 feet
Southbound Through 1,300 feet 220 feet 110 feet
Southbound Right-Turn 215 feet 20 feet 10 feet
The queuing analysis found that there is sufficient distance southbound between the Alvin Drive and the Cherokee Drive-Harden Ranch Plaza driveway intersection to store vehicles during red phases. The existing storage provided for left-turns and right-turns was determined to also be sufficient.
Associated Transportation Engineers
ichard L Pool, P.
President *
*
RLP/DFN CIVIL
SAFE OF CALFORN
Attachments: Figure 1- Conceptual Improvement Plan
PAVEMENT DELINEATION LEGEND
R REMOVE EXISTING STRIPING.
INSTALL 12" WHITE LIMIT LINE, AS SHOWN.
INSTALL 12" WHITE CROSSWALK LINES, 10' BETWEEN LINES (11' ON-CENTER), AS SHOWN.
Remove raised
Sland
L=150'
L=125
R TYP.
20' 40' 80'
SCALE: 1" = 40'
FIGURE 1
ASSOCIATED TRANSPORTATION ENGINEERS MAIN STREET & CHEROKEE DRIVE
TRAFFIC SIGNAL CONCEPTUAL PLAN
CONCEPTUAL PLAN DATE ON11LIZ NEW LP 116019011240 TOF 1
Technical Memorandum
To: File
From: Darryl F. Nelson
October 2, 2017 16019.01MEM.01
Associated Transportation Engineers (ATE) developed trip generation for 704,508 square feet of retail commercial space in the Harden Ranch Plaza shopping center and 1,068 residential dwelling units (single family and townhouse/condominium) west of Main Street that would be served by Cherokee Drive based on rates published in the Institute of Transportation Engineers (ITE), Trip Generation, 9t Edition.
Based on the trip generation for the shopping center and the trip generation for the residential dwelling units approximately10 percent of the traffic for the Harden Ranch Plaza shopping center would originate in the residential area west of Main Street. These trips from the residential area west of Main Street were redistributed to the Main Street corridor and the Harden Ranch Plaza shopping center via Madrid Street, Alvin Drive and Cherokee Drive with the full access and traffic signals.
Attachments: Synchro LOS Worksheets described in the Harden Ranch Plaza Traffic Signal Analysis
Harden Plaza South Harden Real Parker
SHOPPING CENTER A
Square Footage Trips Entering Exiting ITE Book
AutoZone 8,004 48 23 24
2 Olive Garden 9,000 100 52 48
3 Chase Bank 9,500 115 51 65
4 Safeway 553 282 271
5 subway 29 15 14
6 Perfect Brow 700 1 1
Dynasty Court 41 22 19
8 Dr. Kristiano 4 1
9 Harden Salon & Spa 3 1
10 Jewelers 2
11 Jamba Juice 32 16 16
12 Viva Espresso 29 15 14
13 Little Ceasars 31 16 15
14 Pizza 25 13 12
15 Nails Sportclips 3 1 1
16 Tapioca 32 17 16
17 Sees Candies 29 15 14
18 PC Metro 3 1 2
19 Monterrey Credit 4 20 9 11
20 Cleaners 4 2 2
21 Taqueria 42 21 21
22 Salon 2 1
23 Discovery Shop 3 4
24 Walgreens 59 59 30
25 Pier 1 Imports 22 10 12
ROsS 68 30 38
Factory 2-U 16,000 43 19 24
28 In-Shape-Gym 36,000 127 64 64
203,357 1,479 761 747
Harder Plaza (Neith)
SHOPPING CENTER B
Square Footage Trips Entering Exiting ITE Book
TARGET 115,300 2,306 1,222 1,084 869
2 Chef Lees Rest. 5,000 56 29 27 932
Optometry 1,400 5 1 4 720
4 Available
Spa 8 5 814
6 AT&T 10 6 814
7 Career Center 9 5 814
8 Tyllys 24 13 814
9 Shoe Store 19 11 814
10 Gamestop 5 896
11 Salon 2 814
12 Beauty Supply 4 814
13 Shoe Store 9 814
14 Pizza 52 27 26 933
15 Weight Watchers 42 21 21 933
16 Ciaoi 4 2 2 814
17 Marshalls 73 32 41 814
18 One Main Financial 1,600 2 1 1 814
19 Styles for Less 3,200 9 4 5 814
20 Party City 12,000 75 34 40 879
21 Furniture Store 56,098 25 12 13 890
Tech Guys 1,197 3 1 2 814
23 On Q Financial 1,156 3 1 2 814
24 Michaels 24,113 150 69 81 879
25 Tire Co. 8,700 31 13 18 848
26 Pet Fun 6,286 21 11 11 866
27 USA Career Center 2,394 6 3 4 814
28 Pinnacle Tax 1,057 3 1 2 814
29 Outdoor Garden 28,328 131 160 417
30 Walmart 102,180 1,083 960 869
31 Sprint 2,794 8 3 4 814
likes Lair 1,129 15 14 933
33 Insurance 1,587 4 2 2 814
34 Available 1,539
Pizza 2,900 76 39 37 933
36 Jack In the Box 2,625 89 46 43 934
37 Foot Mart 2,000 28 14 14 946
38 Physical Therapy 3,200 11 3 8 720
39 Urgent Care 3,200 11 3 8 720
[Dentist 1,600 6 1 4 720
41 Chipotle 2,520 66 34 32 933
42 Total Nutrition 1,260 3 2 2 814
43 Yogurt Land 1540 40 21 20 933
44 Five Burgers 3014 79 40 39 933
Sushi
Bjs
2 Available
PGI Management 4 2
2 ~ N
Sleep Train 3
503,697 5,976 3,083 2,893
Existing Conditions Weekday
1: N. Main Street & Madrid Street/Harden Parkway 9/27/2017 /
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 444 411
Traffic Volume (vph) 128 134 150 307 128 143 160 607 244 260 754 137 Future Volume (vph) 128 134 150 307 128 143 160 607 244 260 754 137 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 125 240 0 200 140 230 150
Storage Lanes 1 1 1 1 1 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 182 182 265 149
Link Speed (mph) 30 35
Link Distance (ft) 545 600
Travel Time (s) 12.4 11.7
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 139 146 163 334 139 155 174 660 265 283 820 149 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 12 12
Link Offset(ft) 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
Number of Detectors 1 2 1 1 2 1 1 2 1 1
Detector Template Left Thru Right Left Thru Right Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 20 100 20 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0
Detector 1 Position(ft) 0
Detector 1 Size(ft) 20 6 20 20 20 20 6 20 20 20
Detector 1 Type CI+Ex Cl+Ex CI+Ex Cl+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+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 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 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 0.0 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type CI+Ex CI+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 Prot NA Perm •Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 1 6
Permitted Phases 4 8 6
Detector Phase 7 4 4 3 8 8 5 1 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Synchro 9 Report
Existing Conditions Weekday
9/27/2017
Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBR
Total Split (s) 18.1 22.5 22.5 23.0 27.4 27.4 16.8 23.5 23.5 21.0 27.7 27.7 Total Split (%) 20.1% 25.0% 25.0% 25.6% 30.4% 18.7% 26.1% 26.1% 23.3% 30.8% 30.8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 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 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 11.5 12.5 12.5 21.0 21.9 11.7 22.1 22.1 16.5 26.9 26.9 Actuated g/C Ratio 0.13 0.14 0.14 0.23 0.24 0.24 0.13 0.25 0.25 0.18 0.30 0.30 v/c Ratio 0.62 0.57 0.43 0.81 0.30 0.76 0.53 0.45 0.87 0.54 0.26 Control Delay 48.9 44.2 7.8 41.8 5.1 48.6 21.6 4.0 63.8 29.0 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.9 44.2 7.8 41.8 5.1 48.6 21.6 4.0 63.8 29.0 6.0
LOS D D A D A D C A C A
Approach Delay 32.4 21.7 34.2
Approach LOS C C C C
Queue Length 50th (ft) 75 79 0 193 49 8 96 131 24 158 151 0 Queue Length 95th (ft) 133 130 41 #358 82 30 #181 115 10 #299 194 45 Internal Link Dist (ft) 419 520 213
Turn Bay Length (ft) 130 125 240 200 140 230 150
Base Capacity (vph) 267 372 462 415 542 241 1246 588 324 1517 576 Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.52 0.39 0.35 0.80 0.29 0.72 0.53 0.45 0.87 0.54 0.26 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 28.8
Intersection Capacity Utilization 65.2% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 1: N. Main Street & Madrid Street/Harden Parkway 02 (R) 01 -*04
23.5 s 21 s 22,5 g 23 s
05 06 (R) 07 08
16,8 s 27,7 g 18.1 s 27.4 s
Synchro 9 Report
Existing Conditions Weekday
2: N. Main Street & Cherokee Drive 9/29/2017
Intersection
Int Delay, s/veh 55.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Traffic Vol, veh/h 0 0 29 183 155 0 925 82 1124 70
Future Vol, veh/h 0 29 183 155 925 82 1124 70
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free RT Channelized None None
Storage Length 0 180
Veh in Median Storage, # 0
Grade, %
Peak Hour Factor 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 32 199 168 1005 89 1222
Major/Minor Minor2 Minor1 Majort Major2
Conflicting Flow All 1840 2443 649 1672 2481 503 1298 0 1005 0 Stage 1 1438 1438 1005 1005
Stage 2 402 1005 667 1476
Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 5.34
Critical Hdwy Stg 1 7.34 5.54 7.34 5.54
Critical Hdwy Stg 2 6.74 5.54 6.74 5.54
Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 3.12
Pot Cap-1 Maneuver 80 31 354 ~ 101 29 440 280 389
Stage 1 98 197 ~ 197 317
Stage 2 545 317 377 189
Platoon blocked, %
Mov Cap-1 Maneuver 41 24 354 ~ 76 22 440 280 389
Mov Cap-2 Maneuver 41 24 ~ 76 22
Stage 1 98 152 ~ 197 317
Stage 2 336 317 265 146
Approach WB NB SB
HCM Control Delay, s $ 468.6 1.1
HCM LOS C F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 280 354 76 440 389
HCM Lane V/C Ratio - 0.089 2.617 0.383 0.229
HCM Control Delay (s) 0 16.2$ 850.1 18.2 17
HCM Lane LOS C C C
HCM 95th %tile Q(veh) 0 0.3 19.2 1.8 0.9
Notes
~ Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Synchro 9 Report
Existing Conditions Weekday
3: N. Main Street & W. Alvin Drive 9/27/2017
/
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 117 441 411
Traffic Volume (vph) 192 192 65 178 205 194 87 772 212 199 850 172 Future Volume (vph) 192 192 65 178 205 194 87 772 212 199 850 172 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 115 120 190 198 100 0 215 215
Storage Lanes 1 1 1 0 1 2 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 3539 1583 1770 0 1770 4923 3433 5085 1583 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 3539 1583 1770 1770 4923 0 3433 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 127 79 187
Link Speed (mph) 35
Link Distance (ft) 368
Travel Time (s) 7.2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 209 209 71 193 434 0 1069 0 216 924 187 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 24 24
Link Offset(ft) 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 15 9 15
Number of Detectors 1 2 1 1 2 2 2
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right Leading Detector (ft) 20 100 20 20 100 20 100 20 100 20 Trailing Detector (ft) 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Cl+Ex CI+Ex CI+Ex CI+Ex CI+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 Detector 1 Queue (s) 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 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type Cl+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0,0 0.0
Turn Type Prot NA Perm Prot NA Prot NA Prot NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4
Detector Phase 7 4 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 22.5 Synchro 9 Report
Existing Conditions Weekday
3: N. Main Street & W. Alvin Drive 9/27/2017
-
Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBR
Total Split (s) 21.0 22.6 22.6 22.0 14.8 31.4 14.0 30.6 30.6 Total Split (%) 23.3% 25.1% 25.1% 24.4% 16.4% 34.9% 15.6% 34.0% 34.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 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 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lag Lead Lag Lead Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 15.1 12.9 12.9 14.4 9.5 35.6 9.2 37.4 37.4 Actuated g/C Ratio 0.17 0.14 0.14 0.16 0.11 0.40 0.10 0.42 0.42 v/c Ratio 0.71 0.41 0.21 0.68 0.51 0.54 0.62 0.44 0.24
Control Delay 48.2 36.6 2.4 48.0 47.8 21.8 41.3 13.3 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 48.2 36.6 2.4 48.0 47.8 21.8 41.3 13.3 2.2
LOS D D A D C A
Approach Delay 36.6 24.0 16.3
Approach LOS D C C B
Queue Length 50th (ft) 112 57 0 104 63 51 156 67 88 6
Queue Length 95th (ft) 181 85 7 170 100 231 m97 117 m16 Internal Link Dist (ft) 980 288 1300
Turn Bay Length (ft) 115 120 190 100 215 215
Base Capacity (vph) 336 711 419 344 202 1992 362 2113 767 Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.62 0.29 0.17 0.56 0.47 0.54 0.60 0.44 0.24 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 24.2
Intersection Capacity Utilization 62.9%
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: N. Main Street & W. Alvin Drive
Ø2 (R) 01 f03 3404
31,4 g 14 g 22 g 22,6 g
06 (R) 05 08 07
30.6 s 14,8 s 23.6 s 21 g
Synchro 9 Report
Existing Conditions Weekend
1: N. Main Street & Madrid Street/Harden Parkway 9/27/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations * 444
Traffic Volume (vph) 163 149 224 341 111 196 203 719 224 225 835 92 Future Volume (vph) 163 149 224 341 111 196 203 719 224 225 835 92 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 125 240 0 200 140 230 150
Storage Lanes 1 1 1 1 1 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 243 213 243 127
Link Speed (mph) 35
Link Distance (ft)
Travel Time (s)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 177 162 243 371 121 213 221 782 243 245 908 100 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 12 12
Link Offset(ft) 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 15 9 15 15 9
Number of Detectors 1 2 1 1 2 1 1 1 2 1
Detector Template Left Thru Right Left Thru Right Left Thru Right Left Thru Right Leading Detector (ft) 20 100 20 20 100 20 20 100 20 20 100 20 Trailing Detector (ft) 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 20 20 20 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex Cl+Ex Cl+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+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 Detector 1 Queue (s) 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 ฿0888g 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
Detector 2 Type CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2 6
Detector Phase 7 4 4 3 8 8 5 2 1 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 50 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Synchro 9 Report
Existing Conditions Weekend
9/27/2017
Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBR
Total Split (s) 21.0 22.5 22.5 25.0 26.5 26.5 17.0 23.5 23.5 19.0 25.5 25.5 Total Split (%) 23.3% 25.0% 25.0% 27.8% 29.4% 18.9% 26.1% 26.1% 21.1% 28.3% 28.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 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 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 13.6 13.3 13.3 22.3 21.9 13.3 22.0 22.0 14.5 23.1 23.1 Actuated g/C Ratio 0.15 0.15 0.15 0.25 0.24 0.15 0.24 0.24 0.16 0.26 0.26 v/c Ratio 0.66 0.59 0.55 0.85 0.39 0.84 0.63 0.43 0.86 0.69 0.20 Control Delay 48.0 44.1 9.6 48.4 6.5 58.1 26.5 5.1 65.7 34.3 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.0 44.1 9.6 48.4 6.5 58.1 26.5 5.1 65.7 34.3 4.2
LOS D D A D A E A E C A
Approach Delay 30.9 27.9 38.0
Approach LOS C C D
Queue Length 50th (ft) 95 87 0 124 39 7 127 157 30 137 176 0 Queue Length 95th (ft) 159 142 61 #383 76 40 m#259 202 m34 #268 225 26 Internal Link Dist (ft) 419 465 520 213
Turn Bay Length (ft) 130 125 240 200 140 230 150
Base Capacity (vph) 324 372 511 443 468 557 262 1241 570 285 1307 501 Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.55 0.44 0.48 0.84 0.38 0.84 0.63 0.43 0.86 0.69 0.20 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 32.5 Intersection LOS: C
Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Main Street & Madrid Street/Harden Parkway 102(R) →*D+ Fos
23.5 s 19 g 22,5 s 25 s
105 #
06 (R) 07 08
17 g 25.5 g 21 s 26,5 s
Synchro 9 Report
Existing Conditions Weekend
2: Cherokee Drive & N. Main Street 9/29/2017
Intersection
Int Delay, s/veh 102.6
Movement EBL EBT EBR WBL WBT NBL SBL SBR
Traffic Vol, veh/h 0 0 26 221 78 35
Future Vol, veh/h 0 26 221 78 35
Conflicting Peds, #/hr 0 0 0 0 0 0. 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Free Free Free
RT Channelized - None None
Storage Length 0 0 180
Veh in Median Storage, # 0
Grade, %
Peak Hour Factor 92 92 92 92
Heavy Vehicles, % 2 2 2 2
Mvmt Flow 0 28 240 38
Major/Minor Minor2 Minor1 Majort Major2
Conflicting Flow All 1861 2534 631 1781 2554 561 1262 0 0 1122 0 0 Stage 1 1412 1412 1122 1122
Stage 2 449 1122 659 1432
Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 5.34
Critical Hdwy Stg 1 7.34 5.54 7.34 5.54
Critical Hdwy Stg 2 6.74 5.54 6.74 5.54
Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 3.12
Pot Cap-1 Maneuver 77 27 363 ~ 87 26 403 292 342
Stage 1 102 203 ~ 164 279
Stage 2 511 279 381 198
Platoon blocked, %
Mov Cap-1 Maneuver 36 20 363 ~ 65 20 403 292 342
Mov Cap-2 Maneuver 36 20 ~ 65 20
Stage 1 102 153 ~ 164 279
Stage 2 299 279 264 149
Approach EB NB SB
HCM Control Delay, s 15.8 0 1.2
HCM LOS C F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 292 - 363 65 403 342
HCM Lane V/C Ratio - 0.078 3.696 0.415 0.248
HCM Control Delay (s) 15.$ 1345.1 20.1 19
HCM Lane LOS C F
HCM 95th %tile Q(veh) 0 0.3 25.4 2 1
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Synchro 9 Report
Existing Conditions Weekend
3: N. Main Street & W. Alvin Drive 9/27/2017
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 44 1+t
Traffic Volume (vph) 170 124 84 198 135 155 62 807 150 124 1100 218 Future Volume (vph) 170 124 84 198 135 155 62 807 150 124 1100 218 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 115 120 190 198 100 0 215 215
Storage Lanes 1 1 0 1 0 2 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 3539 1583 1770 3256 0 1770 4963 0 3433 5085 1583 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 3539 1583 1770 3256 0 1770 4963 3433 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 127 237
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 185 135 91 215 315 67 1040 0 135 1196 237 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 24 24
Link Offset(ft) 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 15 15 9
Number of Detectors 1 2 1 1 2 1 2 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right Leading Detector (ft) 20 100 20 20 100 20 100 20 100 20 Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0
Detector 1 Size(ft) 20 20 20 20 20 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+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 Detector 1 Queue (s) 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 Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Prot NA Prot NA Prot NA Perm
Protected Phases 3 8 5 2 1 6
Permitted Phases 4
Detector Phase 7 4 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 22.5 Synchro 9 Report
Existing Conditions Weekend
3: N. Main Street & W. Alvin Drive 9/27/2017
Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBR
Total Split (s) 17.9 22.5 22.5 22.0 12.0 33.6 11.9 33.5 33.5 Total Split (%) 19.9% 25.0% 25.0% 24.4% 13.3% 37.3% 13.2% 37.2% 37.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 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 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 12.5 8.8 8.8 15.0 7.1 41.0 7.2 43.1 43.1 Actuated g/C Ratio 0.14 0.10 0.10 0.17 0.08 0.46 0.08 0.48 0.48 v/c Ratio 0.76 0.39 0.34 0.73 0.48 0.46 0.49 0.49 0.27
Control Delay 57.3 41.0 6.6 50.1 51.5 17.6 39.8 10.8 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 57.3 41.0 6.6 50.1 51.5 17.6 39.8 10.8 1.6
LOS E D A D C D B D B A
Approach Delay 40.7 19.7 11.9
Approach LOS D B
Queue Length 50th (ft) 101 38 0 115 41 37 141 42 107 5
Queue Length 95th (ft) #194 65 23 188 77 79 193 m60 137 m16 Internal Link Dist (ft) 980 288 1300
Turn Bay Length (ft) 115 120 190 100 215 215
Base Capacity (vph) 263 707 418 344 147 2283 282 2435 881 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.70 0.19 0.22 0.63 0.46 0.46 0.48 0.49 0.27 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 20.6
Intersection Capacity Utilization 58.6%
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: N. Main Street & W. Alvin Drive
02 (BL 01 € 03 -*04
33,6 s 11,9 g 22 s 22,5 s
06 (R) 05 07 08
33.5 s 12 g 17.9 s 26,6 s
Synchro 9 Report
Weekend with Traffic Signal
1: N. Main Street & Madrid Street/Harden Parkway 9/28/2017 /
Lane Group EBL EBT EBR WB WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations +11 144
Traffic Volume (vph) 78 134 190 291 75 196 169 859 224 225 835 92 Future Volume (vph) 78 134 190 291 75 196 169 859 224 225 835 92 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 125 240 0 200 140 230 150
Storage Lanes 1 1 1 1 1 1 1 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Fit Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 207 213 243 182
Link Speed (mph) 30 30 35 35
Link Distance (ft) 494 600 293
Travel Time (s) 11.3 12.5 11.7 5.7
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 85 146 207 316 82 213 184 934 243 245 908 100 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 12
Link Offset(ft) 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
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 3 8 5 1 6
Permitted Phases 4 8 2
Detector Phase 7 4 4 3 8 8 5 2 2 1
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5
Total Split (s) 26.9
Total Split (%)
Maximum Green (s)
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 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) 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag
Lead-Lag Optimize? Yes Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode
Walk Time (s) 7.0 7.0 7.0 7.0
Flash Dont Walk (s)
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 8.7 19.9 12.8 14.2
Actuated g/C Ratio 0.10 0.22 0.14 0.16
Synchro 9 Report
Weekend with Traffic Signal
1: N. Main Street & Madrid Street/Harden Parkway 9/28/2017 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.50 0.57 0.52 0.81 0.15 0.35 0.73 0.65 0.39 0.88 0.60 0.17 Control Delay 48.6 44.2 9.9 42.4 17.5 5.4 45.0 15.8 1.9 69.0 30.0 0.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.6 44.2 9.9 42.4 17.5 5.4 45.0 15.8 1.9 69.0 30.0 0.6
LOS D D A D B A D B A E C
Approach Delay 28.9 26.2 17.2 35.3
Approach LOS B D
Queue Length 50th (ft) 46 79 0 187 27 11 113 63 0 137 168 0 Queue Length 95th (ft) 92 130 57 #331 52 42 m#201 91 m13 #268 220 1 Internal Link Dist (ft) 419 470 520 213
Turn Bay Length (ft) 130 125 240 200 140 230
Base Capacity (vph) 401 257 1439 622 285 1518
Starvation Cap Reductn 0 0 0. 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.79 LO 0.72 0.65 0.39 0.86 0.60
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0(0%), Referenced to phase 2:NBT and 6:SBT, Start of Green, Master Intersection Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 26.3 Intersection LOS: C
Intersection Capacity Utilization 67.2% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Main Street & Madrid Street/Harden Parkway T02(R) *01 →*24 603
25.5 s 19 s | 23 s
06 (R) 07 08
26.9 s 17,6 s 14.4 s • 31.1 s
Synchro 9 Report
9/28/2017
Lane Group WBT WBR NBL NBT NBR S SBT SBR
Lane Configurations 444
Traffic Volume (vph) 89 150 44 972 245 44 1076 121
Future Volume (vph) 89 150 44 972 245 44 1076 121
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 100 180 0
Storage Lanes 0 2 0 1 1 1 0
Taper Length (ft) 25 25 25
Satd. Flow (prot) 0 3433 1688 0 1770 5085 1583 1770 5009 0 Fit Permitted 0.689 0.950 0.950 0.950
Satd. Flow (perm) 1265 0 3433 1688 0 1770 5085 1583 1770 5009 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 7 120 208
Link Speed (mph) 30 30 35
Link Distance (ft) 406 172
Travel Time (s) 9.2 3.9
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 271 0 196 260 0 48 1057 266 48 1302 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) 24 24 36 36
Link Offset(ft) 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
Turn Type Perm NA Prot NA Prot NA Perm Prot NA
Protected Phases 4 3 8 5 2 1 6
Permitted Phases 4
Detector Phase 4 4 8 5 2 1 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 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
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None
Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 8.3 35.4 6.2 6.4
Actuated g/C Ratio 0.09 0.39 0.07 0.07
Synchro 9 Report
Weekend with Traffic Signal
2: Cherokee Drive & N. Main Street 9/28/2017
Lane Group EBL EBT EBR WBL WBT WBR NBI NBT NBR SBL SBT SBR v/c Ratio 0.84 0.62 0.35 0.40 0.48 0.33 0.38 0.59
Control Delay 53.4 48.4 10.5 50.5 12.7 2.2 26.5 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 53.4 48.4 10.5 50.5 12.7 2.2 26.5 5.9
LOS D D B D B A C A
Approach Delay 53.4 26.8 12.0 6.7
Approach LOS D C B A
Queue Length 50th (ft) 139 56 49 16 185 24 95
Queue Length 95th (ft) #248 91 100 m48 137 m34 95
Internal Link Dist (ft) 326 92 1300 520
Turn Bay Length (ft) 100 180
Base Capacity (vph) 377 121 2199 129
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0
Storage Cap Reduct 0 0 0. 0 0
Reduced v/c Ratio 0.72 0.40 0.48 0.37
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 15.1 Intersection LOS: B
Intersection Capacity Utilization 70.3% ICU Level of Service C Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: Cherokee Drive & N. Main Street
102(8) • $01 ·03 →24
34.9 s 11.1s 13 s 315
06(R) 08
10 s 36 s 144 s
Synchro 9 Report
Weekend with Traffic Signal
3: N. Main Street & W. Alvin Drive 9/28/2017
→
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations R
Traffic Volume (vph) 80 124 84 198 135 155 62 851 150 124 1100 133 Future Volume (vph) 80 124 84 198 135 155 62 851 150 124 1100 133 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 115 120 190 198 100 215 215
Storage Lanes 1 1 1 2 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 3539 1583 1770 3256 0 1770 4973 0 3433 5085 1583 Flt Permitted 0,950 0.950 0.950 0.950
Satd. Flow (perm) 1770 3539 1583 1770 3256 0 1770 4973 3433 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 236 41 182
Link Speed (mph) 35
Link Distance (ft)
Travel Time (s)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 87 135 91 215 0 67 0 135 145
Enter Blocked Intersection No No No No No No No No No
Lane Alignment Left Left Right Left Right Left Right Left 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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 9 15 9 15 9
Turn Type Prot NA Perm Prot NA Prot NA Prot NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phase 7 4 4 3 8 5 2 1
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5
Total Split (s)
Total Split (%)
Maximum Green (s) 6.5
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode
Walk Time (s) 7.0 7.0 7.0 7.0
Flash Dont Walk (s)
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 8.8 15.0 7.1 8.9 43.1
Actuated g/C Ratio 0.10 0.17 0.08 0.10 0.48
Synchro 9 Report
Weekend with Traffic Signal
3: N. Main Street & W. Alvin Drive 9/28/2017
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.51 0.39 0.25 0.73 0.42 0.48 0.50 0.40 0.49 0.17 Control Delay 48.7 41.0 1.6 50.1 16.6 51.5 19.5 42.2 5.4 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 48.7 41.0 1.6 50.1 16.6 51.5 19.5 42.2 5.4 1.0
LOS D D A D B D B D A A
Approach Delay 31.7 30.2 21.4 8.3
Approach LOS C C A
Queue Length 50th (ft) 47 38 0 115 38 37 155 28 15 0
Queue Length 95th (ft) 94 65 0 188 74 79 220 m51 109 m9 Internal Link Dist (ft) 980 972 288 1300
Turn Bay Length (ft) 115 190 100 215 215
Base Capacity (ph) 196 344 147 338 2435 852
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.44 19 0.63 0.46 0.40 0.49 0.17
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 53 (59%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 18.1 Intersection LOS: B
Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: N. Main Street & W. Alvin Drive
T02(R) € 03 →*04
01 1 s 34.5 s 22 s 22.5 s
06 (R) 105 07 08
33.5 s 12 s 14.5 s | 30 s
Synchro 9 Report
Weekday with Traffic Signal
1: N. Main Street & Madrid Street/Harden Parkway 9/28/2017 -
Lane Group EBL EBT EBR WBI WBT WBR NBL NBT NBR SBI SBT SBR Lane Configurations + 141 1+1
Traffic Volume (vph) 84 119 120 247 92 143 130 707 244 260 754 137 Future Volume (vph) 84 119 120 247 92 143 130 707 244 260 754 137 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 130 125 240 200 140 230 150
Storage Lanes 1 1 1 1 1 1 1 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 1863 1583 1770 1863 1583 1770 5085 1583 1770 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 130 155 265 182
Link Speed (mph) 30 35 35
Link Distance (ft) 499 600 293
Travel Time (s) 11.3 11.7 5.7
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 91 129 130 268 155 141 768 265 283 820 149 Enter Blocked Intersection No No No No No No No No No No No Lane Alignment Left Left Right Lett Right Left Left Right Left Left Right Median Width(ft) 12 12 12
Link Offset(ft) 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9 15
Number of Detectors 1 2 2 1 2 1 2
Detector Template Left Thru Right Left Thru Thru
Leading Detector (ft) 20 100 20 20 100 20 20 100 20
Trailing Detector (ft) 0 0 0 0 0. 0 0 0
Detector 1 Position(ft) 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 20 20 6 20 20 20
Detector 1 Type CI+Ex CI+Ex Cl+Ex CI+Ex Cl+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend (s) 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 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
Detector 2 Type Cl+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2 6
Detector Phase 7 4 3 8 8 5 2 1 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Synchro 9 Report
Weekday with Traffic Signal
1: N. Main Street & Madrid Street/Harden Parkway 9/28/2017 Lane Group
Total Split (s)
Total Split (%)
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 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 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag
Lead-Lag Optimize? Yes
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay 8.6 5.3 3.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 8.6 5.3 3.3
LOS C D B D C A C B A D A
Approach Delay
Approach LOS C C C
Queue Length 50th (ft) 44 70 0 162 34 11 78 44 149 138 0 Queue Length 95th (ft) 85 47 #275 72 33 m120 66 #261 191 29 Internal Link Dist (ft) 213
Turn Bay Length (ft) 130 125 240 200 140 230 150
Base Capacity (vph) 335 372 420 344 523 556 289 1428 635 384 1661 639 Starvation Cap Reductn 0 0 0 0 0 • 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.27 0.35 0.31 0.78 0.19 0.28 0.49 0.54 0.42 0.74 0.49 0.23 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green, Master Intersection Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 24.3 Intersection LOS: C
Intersection Capacity Utilization 59.7% ICU Level of Service B Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Main Street & Madrid Street/Harden Parkway Ø1 TOZ(R) € 03 →0A
22 g 23.5 s 22 g 22.5 s
06 (R) 05 08 07
26.3 s 19.2 g 29.8 g 14.7 s
Synchro 9 Report
Weekday with Traffic Signal
2: Cherokee Drive & N. Main Street 9/28/2017
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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations * +1+
Traffic Volume (vph) 124 81 29 147 102 149 37 875 262 46 1064 166 Future Volume (vph) 124 81 29 147 102 149 37 875 262 46 1064 166 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 0 0 100 180 0
Storage Lanes 0 0 2 1 1 1 0
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 0 3433 0 1770 5085 1583 1770 4984 0
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 0 0 3433 0 1770 5085 1583 1770 4984 0 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 250 36
Link Speed (mph) 35 35
Link Distance (ft) 1380 600
Travel Time (s) 26.9 11.7
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 0 160 0 40 951 285 50 1337 0
Enter Blocked Intersection No No No No No No No No No No Lane Alignment Left Right Left Right Left Left Right Left Left Right Median Width(ft) 36 36
Link Offset(ft) 0 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 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 2 1 2 1 2
Detector Template Left Thru Left Thru Left Thru Thru
Leading Detector (ft) 20 100 20 100 20 100 20 20 100
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0
Detector 1 Size(ft) 20 6 20 6 20 6 20 20 6
Detector 1 Type CI+Ex CI+Ex Cl+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel
Detector 1 Extend (s) 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
Detector 1 Delay (s) 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 CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Prot NA Prot NA Perm Prot NA
Protected Phases 4 8 5 2 1 6
Permitted Phases 2
Detector Phase 4 4 3 8 5 2 1 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Synchro 9 Report
Weekday with Traffic Signal
2: Cherokee Drive & N. Main Street 9/28/2017
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Lane Group EBL EBR WBT WBR SBR
Total Split (s) 31.0 43.0
Total Split (%) 34.4% 47.8%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 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) 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag
Lead-Lag Optimize? Yes
Recall Mode None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay 1.6 9.2
Queue Delay 0.0 0.0
Total Delay 1.6 9.2
LOS D D D D
Approach Delay
Approach LOS D C B B
Queue Length 50th (ft) 45 22 93 31 94
Queue Length 95th (ft) 77 m46 77 m59
Internal Link Dist (ft)
Turn Bay Length (ft) 100 180
Base Capacity (vph) 380 293 784 108 2284 848 135 2305
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0
Storage Cap Reductn 0
Reduced v/c Ratio 0.67 0.55 0.35 0.37 0.42 0.34 0.37 0.58 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 69 (77%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay: 15.5 Intersection LOS: B
Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: Cherokee Drive & N. Main Street
01 03
35,6 g 11,4 g 12 s 31 g
06 (R) 05 08
137 g 510 s 43 s
Synchro 9 Report
Weekday with Traffic Signal
3: N. Main Street & W. Alvin Drive 9/28/2017
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 11 444
Traffic Volume (vph) 103 192 65 178 205 194 50 809 212 199 850 76 Future Volume (vph). 103 192 65 178 205 194 50 809 212 199 850 76 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 115 120 190 198 100 215 215
Storage Lanes 1 1 1 0 1 0 2 1
Taper Length (ft) 25 25 25 25
Satd. Flow (prot) 1770 3539 1583 1770 0 1770 0 3433 5085 1583 Fit Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1770 3539 1583 1770 0 1770 0 3433 5085 1583 Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 236 182
Link Speed (mph) 35
Link Distance (ft)
Travel Time (s)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 112 71 193 0 54 1109 0 216 924 83 Enter Blocked Intersection No No No No No No No No No No Lane Alignment Left Right Left Right Left Left Right Left Left Right Median Width(ft) 24 24
Link Offset (ft) 0 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 1.00 1.00
Turning Speed (mph) 15 9 15 9 15 9 9
Number of Detectors 1 2 1 2 7 1 2 1
Detector Template Left Left Left Thru
Leading Detector (ft) 20 20 20 100
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 20 20
Detector 1 Type Cl+Ex CI+Ex CI+Ex CI+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 94
Detector 2 Size(ft) 6 6 6
Detector 2 Type CI+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0 0.0 0.0
Turn Type Prot NA Perm Prot NA Prot NA Prot NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 6
Detector Phase 7 4 4 3 8 5 2 1 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 22.5 9.5 22.5 9.5 22.5 9.5 22.5 22.5 Synchro 9 Report
Weekday with Traffic Signal
3: N. Main Street & W. Alvin Drive 9/28/2017
Lane Group WBR NBR
Total Split (s)
Total Split (%)
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 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) 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag
Lead-Lag Optimize? Yes Yes
Recall Mode
Act Effct Green (s) 6.8
Actuated g/C Ratio
v/c Ratio
Control Delay 2.7
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 2.7
LOS D D A D B C A
Approach Delay
Approach LOS D C B
Queue Length 50th (ft) 61 0 104 30 55 5
Queue Length 95th (ft) 112 0 170 67 m78 m21
Internal Link Dist (ft)
Turn Bay Length (ft) 115 120 190 100 215 215
Base Capacity (vph) 241 711 506 344 1005 139 2022 428 2387 839 Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0
Storage Cap Reductn 0
Reduced v/c Ratio 0.46 0.29 0.14 0.56 0.43 0.39 0.55 0.50 0.39 0.10 Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 44 (49%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0,68
Intersection Signal Delay: 22.3 Intersection LOS: C
Intersection Capacity Utilization 58.6% ICU Level of Service B Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 3: N. Main Street & W. Alvin Drive
01 02 (R) · 03 →*24
14 g 31,4 g 22 s 22.6 s
Ø6 (R) 05 07 08
33,8 s 11,6 s 16.8 s 27,8 s
Synchro 9 Report