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ovement Capacity and Performance Parameters
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
MOVEMENT CAPACITY PARAMETERS
---------------------------------------------------------------- Mov Turn Mov Opng Movement Total Prac. Prac. Deg.
ID Cl. Arv Adjust. Cap. Deg. Spare Satn Flow Flow Flow Satn Cap.
veh/h veh/h pcu/h veh/h xp % x
---------------------------------------------------------------- South: Filbert Street
3 L2 # 18 915 934 113 0.85 422 0.163 8 T1 # 53 915 934 327 0.85 422 0.163 18 R2 # 11 915 934 67 0.85 422 0.163 ---------------------------------------------------------------- East: Main Street
1 L2 # 2 132 134 4 0.85 57 0.541 6 T1 # 347 132 134 640 0.85 57 0.541 16 R2 # 258 132 134 476 0.85 57 0.541 ---------------------------------------------------------------- North: Filbert Street
7 L2 # 424 367 375 637 0.85 28 0.665* 4 T1 # 38 367 375 57 0.85 28 0.665* 14 R2 # 77 367 375 116 0.85 28 0.665* ---------------------------------------------------------------- West: Main Street
5 L2 # 60 464 473 93 0.85 32 0.642 2 T1 # 432 464 473 672 0.85 32 0.642 12 R2 # 17 464 473 27 0.85 32 0.642 ---------------------------------------------------------------- * Maximum degree of saturation
# Combined Movement Capacity parameters are shown for all Movement Classes.
MOVEMENT PERFORMANCE
--------------------------------------------------------------------------------- Mov Turn Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver.
ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-mi/h)(veh-h/h) (mph) --------------------------------------------------------------------------------- South: Filbert Street
3 L2 0.07 0.08 13.1 0.82 15.1 1.16 4.1 0.2 20.9 8 T1 0.13 0.15 8.6 0.82 43.7 1.46 6.2 0.5 13.0 18 R2 0.03 0.03 9.2 0.82 8.9 1.00 2.0 0.1 18.5 --------------------------------------------------------------------------------- East: Main Street
1 L2 0.01 0.01 9.5 0.52 1.1 3.78 0.4 0.0 27.3 6 T1 0.45 0.54 4.6 0.52 179.8 7.27 72.4 2.6 28.2 16 R2 0.34 0.41 4.8 0.52 133.6 5.58 25.9 1.3 20.4 --------------------------------------------------------------------------------- North: Filbert Street
7 L2 1.16 1.40 9.9 0.93 392.9 10.28 48.1 2.6 18.6 4 T1 0.06 0.08 6.1 0.93 35.3 5.46 4.7 0.3 18.2 14 R2 0.14 0.16 6.4 0.93 71.5 6.03 12.1 0.7 18.2 --------------------------------------------------------------------------------- West: Main Street
5 L2 0.23 0.27 13.7 0.96 57.4 6.25 9.0 0.5 18.6 2 T1 1.08 1.29 9.0 0.96 414.1 11.86 92.5 4.0 23.0 12 R2 0.04 0.05 9.3 0.96 16.7 5.67 3.9 0.2 22.1 --------------------------------------------------------------------------------- Fuel Consumption, Emissions and Cost
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
FUEL CONSUMPTION, EMISSIONS AND COST (TOTAL)
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L
anes
---------------------------------------------------------------- Mov Turn Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h gal/h kg/h kg/h kg/h kg/h
---------------------------------------------------------------- South: Filbert Street
3 L2 2.67 0.2 1.7 0.00 0.000 0.002 8 T1 7.31 0.4 3.3 0.00 0.000 0.004 18 R2 1.54 0.1 0.9 0.00 0.000 0.001 ------------------------------------------------
11.51 0.7 5.9 0.00 0.001 0.006
---------------------------------------------------------------- East: Main Street
1 L2 0.23 0.0 0.2 0.00 0.000 0.000 6 T1 37.79 3.3 29.6 0.03 0.003 0.037 16 R2 26.70 1.7 15.5 0.01 0.001 0.022 ------------------------------------------------
64.72 5.1 45.2 0.04 0.004 0.059
---------------------------------------------------------------- North: Filbert Street
7 L2 55.76 3.9 35.1 0.03 0.003 0.041 4 T1 5.03 0.4 3.2 0.00 0.000 0.004 14 R2 10.37 0.8 7.2 0.00 0.001 0.008 ------------------------------------------------
71.16 5.1 45.6 0.03 0.004 0.053
---------------------------------------------------------------- West: Main Street
5 L2 9.27 0.5 4.8 0.00 0.000 0.006 2 T1 68.44 4.6 41.5 0.03 0.004 0.051 12 R2 2.77 0.2 1.7 0.00 0.000 0.002 ------------------------------------------------
80.47 5.4 48.0 0.04 0.004 0.059
---------------------------------------------------------------- INTERSECTION: 227.87 16.2 144.7 0.12 0.013 0.177 ----------------------------------------------------------------
FUEL CONSUMPTION, EMISSIONS AND COST (RATE)
---------------------------------------------------------------- Mov Turn Cost Fuel CO2 CO HC NOX ID Rate Eff. Rate Rate Rate Rate $/mi mpg g/km g/km g/km g/km
---------------------------------------------------------------- South: Filbert Street
3 L2 0.64 22.1 251.3 0.16 0.021 0.255 8 T1 1.18 16.5 336.5 0.24 0.031 0.373 18 R2 0.78 20.3 273.4 0.18 0.024 0.286 ------------------------------------------------
0.94 18.6 297.7 0.20 0.027 0.320
---------------------------------------------------------------- East: Main Street
1 L2 0.61 20.2 275.4 0.26 0.025 0.353 6 T1 0.52 21.9 254.2 0.25 0.022 0.315 16 R2 1.03 15.0 370.7 0.34 0.036 0.525 ------------------------------------------------
0.66 19.5 284.9 0.27 0.026 0.371
---------------------------------------------------------------- North: Filbert Street
7 L2 1.16 12.2 453.3 0.33 0.042 0.526 4 T1 1.08 12.9 430.7 0.31 0.039 0.495 14 R2 0.86 14.9 371.8 0.25 0.033 0.416 ------------------------------------------------
1.10 12.7 436.5 0.31 0.040 0.503
---------------------------------------------------------------- West: Main Street
5 L2 1.03 16.6 334.5 0.28 0.031 0.436 2 T1 0.74 19.9 278.9 0.23 0.024 0.342 12 R2 0.71 20.3 273.4 0.22 0.023 0.332 ------------------------------------------------
0.76 19.6 283.4 0.23 0.025 0.349
---------------------------------------------------------------- INTERSECTION: 0.81 17.4 319.9 0.26 0.029 0.391 ---------------------------------------------------------------- P
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ane Performance and Capacity Information
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
LANE PERFORMANCE
--------------------------------------------------------------- Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Lane
Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh ft ft --------------------------------------------------------------- South: Filbert Street
1 83 507 0.163 9.7 0.82 1.0 26.5 450.0 --------------------------------------------------------------- East: Main Street
1 607 1120 0.541 4.7 0.52 4.7 118.5 400.0 --------------------------------------------------------------- North: Filbert Street
1 539 810 0.665 9.1 0.93 6.2 158.2 60.0 --------------------------------------------------------------- West: Main Street
1 509 792 0.642 9.5 0.96 6.7 170.6 630.0 ---------------------------------------------------------------
LANE FLOW AND CAPACITY INFORMATION
-----------------------------------------
Lane Total Min Tot Deg. Lane
No. Arv Flow Cap Cap Satn Util
veh/h veh/h veh/h x %
-----------------------------------------
South: Filbert Street
1 83 83 507 0.163 100
-----------------------------------------
East: Main Street
1 607 150 1120 0.541 100
-----------------------------------------
North: Filbert Street
1 539 150 810 0.665 100
-----------------------------------------
West: Main Street
1 509 150 792 0.642 100
-----------------------------------------
The capacity values of Continuous Lanes are obtained by adjusting the basic saturation flow for lane width, grade, movement class and turning vehicle effects.
Saturation flow scale applies if specified.
Lane, Approach and Intersection Performance
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
------------------------------------------------------------ Lane Arrival Adj. Deg Aver. Longest Lane No. Flow %HV Basic Sat Delay Queue Length (veh/h) Satf. x sec ft ft
------------------------------------------------------------ South: Filbert Street
1 83 2 0.163 9.7 27 450 ----------------------------------------------------
83 2 0.163 9.7 27
------------------------------------------------------------ East: Main Street
1 607 2 0.541 4.7 118 400 ----------------------------------------------------
607 2 0.541 4.7 118
------------------------------------------------------------ North: Filbert Street
1 539 2 0.665 9.1 158 60 P
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---------------------------------------------------
539 2 0.665 9.1 158
------------------------------------------------------------ West: Main Street
1 509 2 0.642 9.5 171 630 ----------------------------------------------------
509 2 0.642 9.5 171
============================================================
ALL VEHICLES
Total % Max Aver. Max
Flow HV X Delay Queue
1737 2 0.665 7.7 171
============================================================ Peak flow period = 15 minutes.
Queue values in this table are 95% queue (feet)
Note: Basic Saturation Flows at roundabouts or sign-controlled intersections apply only to continuous lanes.
D
river Characteristics
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
-------------------------------------------------------- Average Driver
Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time
mph veh/h sec ft ft sec
-------------------------------------------------------- South: Filbert Street
1 19.2 1480 2.43 68.55 25.40 1.53
-------------------------------------------------------- East: Main Street
1 19.8 1315 2.74 79.67 25.40 1.86
-------------------------------------------------------- North: Filbert Street
1 14.8 1195 3.01 65.31 25.40 1.84
-------------------------------------------------------- West: Main Street
1 20.4 1381 2.61 78.07 25.40 1.76
-------------------------------------------------------- Saturation Flow and Saturation Headway are derived from follow-up headway.
Lane Delays
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
LANE DELAYS
-------------------------------------------------------------------------------------------- ------------------- Delay (seconds/veh) ------------------- Deg. % Arv Prog. Min Stop-line Delay Acc. Queuing Stopd Lane Satn During Factor Del 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x Green dm d1 d2 dSL dn dq dqm di dig dic -------------------------------------------------------------------------------------------- South: Filbert Street
1 0.163 NA NA 6.2 7.6 0.0 7.6 4.0 3.6 0.0 3.6 2.1 9.7 -------------------------------------------------------------------------------------------- East: Main Street
1 0.541 NA NA 0.6 1.3 0.0 1.3 2.5 0.0 0.0 0.0 3.4 4.7 -------------------------------------------------------------------------------------------- North: Filbert Street
1 0.665 NA NA 1.6 3.6 1.9 5.5 2.1 3.4 1.0 2.4 3.6 9.1 -------------------------------------------------------------------------------------------- West: Main Street
1 0.642 NA NA 2.2 4.4 2.4 6.7 4.6 2.2 1.3 0.8 2.8 9.5 -------------------------------------------------------------------------------------------- SIDRA Standard Delay Model is used. Control Delay is the sum of Stop-line Delay and Geometric Delay.
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dm: Minimum delay for gap acceptance cases
dSL: Stop-line delay (=d1+d2)
dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay)
dqm: Queue move-up delay
di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay
dic: Control delay
L
ane Queues
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
BACK OF QUEUE (VEHICLES)
---------------------------------------------------------------------------------------- Deg. % Arv Prog. Ovrfl. Back of Queue (veh) Queue Stor. Prob. Prob.
Lane Satn During Factor Queue ----------------------- Ratio Block SL Ov.
No. x Green No Nb1 Nb2 Nb 95% Av. 95% % % ---------------------------------------------------------------------------------------- South: Filbert Street
1 0.163 NA NA 0.0 0.4 0.0 0.4 1.0 0.02 0.06 0.0 NA ---------------------------------------------------------------------------------------- East: Main Street
1 0.541 NA NA 0.0 1.9 0.0 1.9 4.7 0.12 0.30 0.0 NA ---------------------------------------------------------------------------------------- North: Filbert Street
1 0.665 NA NA 0.3 2.0 0.5 2.5 6.2 1.06 2.64 58.2 NA ---------------------------------------------------------------------------------------- West: Main Street
1 0.642 NA NA 0.4 2.2 0.5 2.7 6.7 0.11 0.27 0.0 NA ---------------------------------------------------------------------------------------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
BACK OF QUEUE (DISTANCE)
---------------------------------------------------------------------------------------- Deg. % Arv Prog. Ovrfl. Back of Queue (ft) Queue Stor. Prob. Prob.
Lane Satn During Factor Queue ----------------------- Ratio Block SL Ov.
No. x Green No Nb1 Nb2 Nb 95% Av. 95% % % ---------------------------------------------------------------------------------------- South: Filbert Street
1 0.163 NA NA 0.0 10.7 0.0 10.7 26.5 0.02 0.06 0.0 NA ---------------------------------------------------------------------------------------- East: Main Street
1 0.541 NA NA 0.0 47.7 0.0 47.7 118.5 0.12 0.30 0.0 NA ---------------------------------------------------------------------------------------- North: Filbert Street
1 0.665 NA NA 8.7 50.5 13.1 63.6 158.2 1.06 2.64 58.2 NA ---------------------------------------------------------------------------------------- West: Main Street
1 0.642 NA NA 10.0 54.8 13.9 68.6 170.6 0.11 0.27 0.0 NA ---------------------------------------------------------------------------------------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
OTHER QUEUE RESULTS (VEHICLES)
-------------------------------------------------
Deg. % Arv Prog. Ovrfl. Cyc-Av. Queue
Lane Satn During Factor Queue -------------
No. x Green No Nc 95%
-------------------------------------------------
South: Filbert Street
1 0.163 NA NA 0.0 0.2 0.3
-------------------------------------------------
East: Main Street
1 0.541 NA NA 0.0 0.2 0.4
-------------------------------------------------
North: Filbert Street
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1 0.665 NA NA 0.3 0.8 1.5
-------------------------------------------------
West: Main Street
1 0.642 NA NA 0.4 1.0 1.7
-------------------------------------------------
OTHER QUEUE RESULTS (DISTANCE)
-------------------------------------------------
Deg. % Arv Prog. Ovrfl. Cyc-Av. Queue
Lane Satn During Factor Queue -------------
No. x Green No Nc 95%
-------------------------------------------------
South: Filbert Street
1 0.163 NA NA 0.0 4.4 8.0
-------------------------------------------------
East: Main Street
1 0.541 NA NA 0.0 5.7 10.3
-------------------------------------------------
North: Filbert Street
1 0.665 NA NA 8.7 20.9 37.9
-------------------------------------------------
West: Main Street
1 0.642 NA NA 10.0 24.2 43.8
-------------------------------------------------L
ane Queue Percentiles
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
LANE QUEUE PERCENTILES (VEHICLES)
-------------------------------------------------------------- Deg. Percentile Back of Queue (veh)
Lane Satn ------------------------------------------------ No. x 50% 70% 85% 90% 95% 98% 100% -------------------------------------------------------------- South: Filbert Street
1 0.163 0.4 0.5 0.8 0.9 1.0 1.2 1.2 -------------------------------------------------------------- East: Main Street
1 0.541 1.9 2.4 3.4 4.0 4.7 5.2 5.6 -------------------------------------------------------------- North: Filbert Street
1 0.665 2.5 3.2 4.6 5.3 6.2 6.9 7.4 -------------------------------------------------------------- West: Main Street
1 0.642 2.7 3.5 4.9 5.7 6.7 7.5 8.0 -------------------------------------------------------------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
LANE QUEUE PERCENTILES (DISTANCE)
-------------------------------------------------------------- Deg. Percentile Back of Queue (feet)
Lane Satn ------------------------------------------------ No. x 50% 70% 85% 90% 95% 98% 100% -------------------------------------------------------------- South: Filbert Street
1 0.163 10.7 13.8 19.5 22.5 26.5 29.4 31.6 -------------------------------------------------------------- East: Main Street
1 0.541 47.6 61.7 87.0 100.7 118.5 131.5 141.3 -------------------------------------------------------------- North: Filbert Street
1 0.665 63.6 82.4 116.2 134.5 158.2 175.6 188.7 -------------------------------------------------------------- West: Main Street
1 0.642 68.6 88.9 125.3 145.0 170.6 189.3 203.5 P
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ATTACHMENT B
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F
low Rates
Go to Table Links (Top)
-
------------------------------------------------------------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
L
ane Stops
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
----------------------------------------------------------------------------------------------------- Queue Total Aver.
Deg. % Arv Prog. -- Effective Stop Rate -- Total Move-up Queue Prop. Num. of Lane Satn During Factor Geom. Overall Stops Rate Move-ups Queued Cycles to No. x Green he1 he2 hig h H hqm Hqm pq Depart ----------------------------------------------------------------------------------------------------- South: Filbert Street
1 0.163 NA NA 0.78 0.00 0.04 0.82 67.7 0.00 0.0 0.85 0.85 ----------------------------------------------------------------------------------------------------- East: Main Street
1 0.541 NA NA 0.32 0.00 0.20 0.52 314.6 0.00 0.0 0.52 0.52 ----------------------------------------------------------------------------------------------------- North: Filbert Street
1 0.665 NA NA 0.71 0.10 0.12 0.93 499.7 0.16 88.0 0.78 0.94 ----------------------------------------------------------------------------------------------------- West: Main Street
1 0.642 NA NA 0.81 0.11 0.04 0.96 488.2 0.20 102.5 0.89 1.09 ----------------------------------------------------------------------------------------------------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Origin-Destination Flow Rates (Total)
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
TOTAL FLOW RATES for All Movement Classes (veh/h)
----------------------------------------------------------- From SOUTH To: W N E
Turn: L2 T1 R2 TOT Flow Rate 18.5 53.3 10.9 82.6 %HV (all designations) 2.0 2.0 2.0 2.0 ----------------------------------------------------------- From EAST To: S W N
Turn: L2 T1 R2 TOT Flow Rate 2.2 346.7 257.6 606.5 %HV (all designations) 2.0 2.0 2.0 2.0 ----------------------------------------------------------- From NORTH To: E S W
Turn: L2 T1 R2 TOT Flow Rate 423.9 38.0 77.2 539.1 %HV (all designations) 2.0 2.0 2.0 2.0 ----------------------------------------------------------- From WEST To: N E S
Turn: L2 T1 R2 TOT Flow Rate 59.8 431.5 17.4 508.7 %HV (all designations) 2.0 2.0 2.0 2.0 ----------------------------------------------------------- Flow rates shown above are Arrival Flow Rates (veh/h) based on the following input specifications:
Unit Time for Volumes = 60 minutes
Peak Flow Period = 15 minutes
Effects of Volume Factors (Peak Flow Factor, Flow Scale, Growth Rate) are included.
Arrival Flow Rates may be less than Demand Flow Rates if capacity constraint applies in network analysis.
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ATTACHMENT B
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rigin-Destination Flow Rates by Movement Class
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
FLOW RATES for Light Vehicles (veh/h)
---------------------------------------------------
From SOUTH To: W N E
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 18.1 52.2 10.7 81.0
Mov Class % 98.0 98.0 98.0 98.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
From EAST To: S W N
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 2.1 339.8 252.5 594.4
Mov Class % 98.0 98.0 98.0 98.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
From NORTH To: E S W
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 415.4 37.3 75.6 528.3
Mov Class % 98.0 98.0 98.0 98.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
From WEST To: N E S
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 58.6 422.9 17.0 498.5
Mov Class % 98.0 98.0 98.0 98.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
FLOW RATES for Heavy Vehicles (veh/h)
---------------------------------------------------
From SOUTH To: W N E
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 0.4 1.1 0.2 1.7
Mov Class % 2.0 2.0 2.0 2.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
From EAST To: S W N
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 0.0 6.9 5.2 12.1
Mov Class % 2.0 2.0 2.0 2.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
From NORTH To: E S W
Turn: L2 T1 R2 TOT
---------------------------------------------------
Flow Rate 8.5 0.8 1.5 10.8
Mov Class % 2.0 2.0 2.0 2.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
From WEST To: N E S
Turn: L2 T1 R2 TOT
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--------------------------------------------------
Flow Rate 1.2 8.6 0.3 10.2
Mov Class % 2.0 2.0 2.0 2.0
Flow Scale 1.00 1.00 1.00 -
Peak Flow Factor 0.92 0.92 0.92 -
Residual Demand 0.0 0.0 0.0 0.0
---------------------------------------------------
Flow rates shown above are Arrival Flow Rates (veh/h) based on the following input specifications:
Unit Time for Volumes = 60 minutes
Peak Flow Period = 15 minutes
Effects of Volume Factors (Peak Flow Factor, Flow Scale, Growth Rate) are included.
Arrival Flow Rates may be less than Demand Flow Rates if capacity constraint applies in network analysis.
L
ane Flow Rates
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
LANE FLOW RATES AT STOP LINE (veh/h)
-------------------------------------------------
From SOUTH To: W N E
Turn: L2 T1 R2 TOT
-------------------------------------------------
Lane 1
LV 18.1 52.2 10.7 81.0
HV 0.4 1.1 0.2 1.7
Total 18.5 53.3 10.9 82.6
-------------------------------------------------
Approach 18.5 53.3 10.9 82.6
-------------------------------------------------
From EAST To: S W N
Turn: L2 T1 R2 TOT
-------------------------------------------------
Lane 1
LV 2.1 339.8 252.5 594.4
HV 0.0 6.9 5.2 12.1
Total 2.2 346.7 257.6 606.5
-------------------------------------------------
Approach 2.2 346.7 257.6 606.5
-------------------------------------------------
From NORTH To: E S W
Turn: L2 T1 R2 TOT
-------------------------------------------------
Lane 1
LV 415.4 37.3 75.6 528.3
HV 8.5 0.8 1.5 10.8
Total 423.9 38.0 77.2 539.1
-------------------------------------------------
Approach 423.9 38.0 77.2 539.1
-------------------------------------------------
From WEST To: N E S
Turn: L2 T1 R2 TOT
-------------------------------------------------
Lane 1
LV 58.6 422.9 17.0 498.5
HV 1.2 8.6 0.3 10.2
Total 59.8 431.5 17.4 508.7
-------------------------------------------------
Approach 59.8 431.5 17.4 508.7
-------------------------------------------------
EXIT LANE FLOW RATES
-----------------------------------------
Movement Class: LV HV TOT
-----------------------------------------
Exit: SOUTH
Lane: 1 56.5 1.2 57.6
Total 56.5 1.2 57.6
-----------------------------------------
Exit: EAST
Lane: 1 849.0 17.3 866.3
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ther
Go to Table Links (Top)
Total 849.0 17.3 866.3
-----------------------------------------
Exit: NORTH
Lane: 1 363.2 7.4 370.7
Total 363.2 7.4 370.7
-----------------------------------------
Exit: WEST
Lane: 1 433.5 8.8 442.4
Total 433.5 8.8 442.4
-----------------------------------------
DOWNSTREAM LANE FLOW RATES FOR EXIT ROADS
-----------------------------------------
Movement Class: LV HV TOT
-----------------------------------------
Exit: SOUTH
Lane: 1 56.5 1.2 57.6
Total 56.5 1.2 57.6
-----------------------------------------
Exit: EAST
Lane: 1 849.0 17.3 866.3
Total 849.0 17.3 866.3
-----------------------------------------
Exit: NORTH
Lane: 1 363.2 7.4 370.7
Total 363.2 7.4 370.7
-----------------------------------------
Exit: WEST
Lane: 1 433.5 8.8 442.4
Total 433.5 8.8 442.4
-----------------------------------------
Flow rates shown above are Arrival Flow Rates (veh/h) based on the following input specifications:
Unit Time for Volumes = 60 minutes
Peak Flow Period = 15 minutes
Effects of Volume Factors (Peak Flow Factor, Flow Scale, Growth Rate) are included.
Arrival Flow Rates may be less than Demand Flow Rates if capacity constraint applies in network analysis.
P
arameter Settings Summary
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
Input data specified in US units
Model Defaults: US HCM (Customary)
Peak Flow Period (for performance): 15 minutes
Unit time (for volumes): 60 minutes.
SIDRA Standard Delay model used
HCM Queue Model option used
Level of Service based on: Delay and v/c (HCM 6)
Queue percentile: 95%
Diagnostics
Site: Main St._Filbert St._PM
Site ID: 101
Roundabout
Lane Flow-Capacity Iterations:
Site Model Variability Index (Iterations 3 to N): 3.4% Number of Iterations: 7 (Maximum: 10)
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Largest change in Lane Degrees of Saturation for the last three Flow-Capacity Iterations:
2.8% 1.4% 0.7%
Other Diagnostic Messages (if any):
S
IDRA INTERSECTION 8.0 | Copyright © 2
000-2
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sidrasolutions.com
O
rganisation: TJKM TRANSPORTATION
CONSULTANTS | Processed: Thursday, November 21, 2024 3:53:48 PM
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roject: J:\JURISDICTION\S\Stockton\011-101 Main St Complete Streets\Analysis\Sidra\Project_v2 Built +P Conditions.sip8 P
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ATTACHMENT B
M
OVEMENT SUMMARY
S
ite: 101 [Main St._Filbert St._PM]
N
ew Site
Site Category: (None)
Roundabout
M
ovement Performance - Vehicles
Demand Flows 95% Back of QueueMov
ID
Turn Deg.
Satn
Average
Delay
L
evel of
S
ervice
Prop.
Queued
Effective
Stop Rate
Aver. No.
Cycles
Average
Speed Total H
V V
ehicles Distance
veh/h % v
/c s
ec v
eh ft mph
South: Filbert Street
3 L2 18 2.0 0.163 13.1 LOS B 1.0 26.5 0.85 0.82 0.85 20.9 8 T1 53 2.0 0.163 8.6 LOS A 1.0 26.5 0.85 0.82 0.85 13.0 18 R2 11 2.0 0.163 9.2 LOS A 1.0 26.5 0.85 0.82 0.85 18.5 A
pproach 8
3 2
.0 0
.163 9
.7 L
OS A 1
.0 2
6.5 0
.85 0
.82 0
.85 1
5.7 East: Main Street
1 L2 2 2.0 0.541 9.5 LOS A 4.7 118.5 0.52 0.52 0.52 27.3 6 T1 347 2.0 0.541 4.6 LOS A 4.7 118.5 0.52 0.52 0.52 28.2 16 R2 258 2.0 0.541 4.8 LOS A 4.7 118.5 0.52 0.52 0.52 20.4 A
pproach 6
07 2
.0 0
.541 4
.7 L
OS A 4
.7 1
18.5 0
.52 0
.52 0
.52 2
5.6 North: Filbert Street
7 L2 424 2.0 0.665 9.9 LOS A 6.2 158.2 0.78 0.93 0.94 18.6 4 T1 38 2.0 0.665 6.1 LOS A 6.2 158.2 0.78 0.93 0.94 18.2 14 R2 77 2.0 0.665 6.4 LOS A 6.2 158.2 0.78 0.93 0.94 18.2 A
pproach 5
39 2
.0 0
.665 9
.1 L
OS A 6
.2 1
58.2 0
.78 0
.93 0
.94 1
8.5 West: Main Street
5 L2 60 2.0 0.642 13.7 LOS B 6.7 170.6 0.89 0.96 1.09 18.6 2 T1 432 2.0 0.642 9.0 LOS A 6.7 170.6 0.89 0.96 1.09 23.0 12 R2 17 2.0 0.642 9.3 LOS A 6.7 170.6 0.89 0.96 1.09 22.1 A
pproach 5
09 2
.0 0
.642 9
.5 L
OS A 6
.7 1
70.6 0
.89 0
.96 1
.09 2
2.5 All Vehicles 1737 2.0 0.665 7.7 LOS A 6.7 170.6 0.72 0.79 0.83 21.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab).
Roundabout LOS Method: Same as Signalised Intersections.
V
ehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per move ment.
LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection).
Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6).
Roundabout Capacity Model: SIDRA Standard.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
S
IDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: TJKM TRANSPORTATION CONSULTANTS | Processed: Thursday, November 21, 2024 3:53:48 PM Project: J:\JURISDICTION\S\Stockton\011-101 Main St Complete Streets\Analysis\Sidra\Project_v2 Built +P Conditions.sip8
ATTACHMENT B
HCM Signalized Intersection Capacity Analysis Background Build Conditions_Mitigated 5: S American Street/N American Street & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 82 110 24 16 18 0 0 31 20
Future Volume (vph) 0 0 0 82 110 24 16 18 0 0 31 20
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 1.00 1.00 0.93
Flpb, ped/bikes 0.95 0.97 1.00 1.00
Frt 0.98 1.00 1.00 0.85
Flt Protected 0.98 0.97 1.00 1.00
Satd. Flow (prot) 1708 1782 1863 1477
Flt Permitted 0.98 0.82 1.00 1.00
Satd. Flow (perm) 1708 1505 1863 1477
Peak-hour factor, PHF 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 Adj. Flow (vph) 0 0 0 139 186 41 27 31 0 0 53 34
RTOR Reduction (vph) 000000000000
Lane Group Flow (vph) 0000 3 6 600 5 800 5 3 3 4
Confl. Peds. (#/hr) 96 2 11 11
Turn Type Perm NA Perm NA NA Perm
Protected Phases 2 4 4
Permitted Phases 2 4 4
Actuated Green, G (s) 26.0 8.0 8.0 8.0
Effective Green, g (s) 26.0 8.0 8.0 8.0
Actuated g/C Ratio 0.37 0.11 0.11 0.11
Clearance Time (s) 5.0 5.0 5.0 5.0
Vehicle Extension (s) 0.2 0.2 0.2 0.2
Lane Grp Cap (vph) 634 172 212 168
v/s Ratio Prot 0.03
v/s Ratio Perm 0.21 c0.04 0.02
v/c Ratio 0.57 0.33 0.25 0.20
Uniform Delay, d1 17.6 28.5 28.2 28.1
Progression Factor 0.97 1.55 1.00 1.00
Incremental Delay, d2 3.6 5.0 2.8 2.6
Delay (s) 20.8 49.3 31.0 30.8
Level of Service C D C C
Approach Delay (s/veh) 0.0 20.8 49.3 30.9
Approach LOS A C D C
Intersection Summary
HCM 2000 Control Delay (s/veh) 25.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.31
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
22: Shasta Avenue & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
T r a f f i c V o l , v e h / h 2 4 3 454 6 2 05915202 F u t u r e V o l , v e h / h 2 4 3 454 6 2 05915202
C o n f l i c t i n g P e d s , # / h r 702207103301
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91
H e a v y V e h i c l e s , % 222222222222
M v m t F l o w 2 4 7 754 6 8 15 1 015202
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 693 0 0 484 0 0 1180 1187 485 1186 1184 689 Stage 1 - ----- 4 8 6 4 8 6- 6 9 6 6 9 6-
Stage 2 - ----- 6 9 4 7 0 1- 4 9 0 4 8 8-
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 C r i t i c a l H d w y S t g 1 ------ 6 . 1 2 5 . 5 2- 6 . 1 2 5 . 5 2- C r i t i c a l H d w y S t g 2 ------ 6 . 1 2 5 . 5 2- 6 . 1 2 5 . 5 2- Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 902 - - 1079 - - 167 188 582 166 189 446 Stage 1 - ----- 5 6 3 5 5 1- 4 3 2 4 4 3-
Stage 2 - ----- 4 3 3 4 4 1- 5 6 0 5 5 0-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 896 - - 1077 - - 164 185 579 161 186 443 Mov Cap-2 Maneuver - ----- 1 6 4 1 8 5- 1 6 1 1 8 6-
Stage 1 - ----- 5 6 0 5 4 8- 4 2 8 4 3 7-
Stage 2 - ----- 4 2 8 4 3 5- 5 5 0 5 4 7-
Approach EB WB NB SB
HCM Control Delay, s/v 0 0.1 22.9 20.5
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 218 896 - - 1077 - - 236
HCM Lane V/C Ratio 0.076 0.002 - - 0.004 - - 0.019
HCM Control Delay (s/veh) 22.9 9 0 - 8.4 0 - 20.5
HCM Lane LOS C A A - A A - C
HCM 95th %tile Q (veh) 0.2 0 - - 0 - - 0.1
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
23: David Avenue & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
T r a f f i c V o l , v e h / h 1 4 4 063 6 1 05 1 014309 F u t u r e V o l , v e h / h 1 4 4 063 6 1 05 1 014309 C o n f l i c t i n g P e d s , # / h r 303303301103
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
H e a v y V e h i c l e s , % 222222222222
M v m t F l o w 1 4 7 873 6 6 35 1 11430 1 0
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 671 0 0 488 0 0 828 1164 247 918 1165 340 Stage 1 - ----- 4 8 7 4 8 7- 6 7 5 6 7 5-
Stage 2 - ----- 3 4 1 6 7 7- 2 4 3 4 9 0-
Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 C r i t i c a l H d w y S t g 1 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- C r i t i c a l H d w y S t g 2 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 915 - - 1071 - - 263 193 753 227 193 656 Stage 1 - ----- 5 3 1 5 4 9- 4 1 0 4 5 1-
Stage 2 - ----- 6 4 7 4 5 0- 7 3 9 5 4 7-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 912 - - 1068 - - 256 191 750 223 191 652 Mov Cap-2 Maneuver - ----- 2 5 6 1 9 1- 2 2 3 1 9 1-
Stage 1 - ----- 5 2 8 5 4 6- 4 0 8 4 4 8-
Stage 2 - ----- 6 3 3 4 4 7- 7 3 1 5 4 4-
Approach EB WB NB SB
HCM Control Delay, s/v 0 0 17.6 13.4
HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 302 912 - - 1068 - - 440
HCM Lane V/C Ratio 0.054 0.001 - - 0.003 - - 0.03
HCM Control Delay (s/veh) 17.6 9 0 - 8.4 0 - 13.4
HCM Lane LOS C A A - A A - B
HCM 95th %tile Q (veh) 0.2 0 - - 0 - - 0.1
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
24: Rendon Avenue & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 11 419 12 8 595 9 11 3 3 13 1 18
Future Vol, veh/h 11 419 12 8 595 9 11 3 3 13 1 18
C o n f l i c t i n g P e d s , # / h r 501105000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
H e a v y V e h i c l e s , % 222222222222
Mvmt Flow 12 455 13 9 647 10 12 3 3 14 1 20
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 662 0 0 469 0 0 829 1167 235 928 1168 334 Stage 1 - ----- 4 8 7 4 8 7- 6 7 5 6 7 5-
Stage 2 - ----- 3 4 2 6 8 0- 2 5 3 4 9 3-
Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 C r i t i c a l H d w y S t g 1 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- C r i t i c a l H d w y S t g 2 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 922 - - 1089 - - 263 192 767 223 192 662 Stage 1 - ----- 5 3 1 5 4 9- 4 1 0 4 5 1-
Stage 2 - ----- 6 4 6 4 4 9- 7 2 9 5 4 5-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 918 - - 1088 - - 248 185 766 213 185 659 Mov Cap-2 Maneuver - ----- 2 4 8 1 8 5- 2 1 3 1 8 5-
Stage 1 - ----- 5 2 1 5 3 9- 4 0 1 4 4 3-
Stage 2 - ----- 6 1 7 4 4 1- 7 0 9 5 3 5-
Approach EB WB NB SB
HCM Control Delay, s/v 0.3 0.2 19.7 16.8
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 264 918 - - 1088 - - 341
HCM Lane V/C Ratio 0.07 0.013 - - 0.008 - - 0.102
HCM Control Delay (s/veh) 19.7 9 0.1 - 8.3 0.1 - 16.8
HCM Lane LOS C A A - A A - C
HCM 95th %tile Q (veh) 0.2 0 - - 0 - - 0.3
ATTACHMENT B
HCM 6th Signalized Intersection Summary Background Bu ild Conditions_Mitigated 25: Golden Gate Avenue & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 3 345 92 87 514 5 74 17 44 12 32 7 Future Volume (veh/h) 3 345 92 87 514 5 74 17 44 12 32 7 I n i t i a l Q ( Q b ) , v e h 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 3 363 97 92 541 5 78 18 46 13 34 7 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 P e r c e n t H e a v y V e h , % 222222222222
Cap, veh/h 6 623 166 118 927 9 236 41 69 140 180 32
Arrive On Green 0.00 0.44 0.44 0.07 0.50 0.50 0.14 0.14 0.14 0.14 0.14 0.14 Sat Flow, veh/h 1781 1422 380 1781 1850 17 747 293 498 239 1302 229 Grp Volume(v), veh/h 3 0 460 92 0 546 142 0 0 54 0 0
Grp Sat Flow(s),veh/h/ln 1781 0 1801 1781 0 1867 1538 0 0 1770 0 0 Q Serve(g_s), s 0.1 0.0 8.1 2.1 0.0 8.7 2.5 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.1 0.0 8.1 2.1 0.0 8.7 3.6 0.0 0.0 1.1 0.0 0.0 Prop In Lane 1.00 0.21 1.00 0.01 0.55 0.32 0.24 0.13
Lane Grp Cap(c), veh/h 6 0 789 118 0 935 346 0 0 352 0 0 V/C Ratio(X) 0.51 0.00 0.58 0.78 0.00 0.58 0.41 0.00 0.00 0.15 0.00 0.00 Avail Cap(c_a), veh/h 848 0 2059 848 0 2134 1550 0 0 1313 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 20.9 0.0 8.9 19.3 0.0 7.4 17.1 0.0 0.0 16.1 0.0 0.0 Incr Delay (d2), s/veh 23.6 0.0 2.5 4.2 0.0 2.1 0.3 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 2.7 0.9 0.0 2.6 1.2 0.0 0.0 0.4 0.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 44.5 0.0 11.4 23.5 0.0 9.5 17.3 0.0 0.0 16.1 0.0 0.0 LnGrp LOS D B C A B B
Approach Vol, veh/h 463 638 142 54
Approach Delay, s/veh 11.6 11.5 17.3 16.1
Approach LOS BBBB
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 7.8 23.4 10.8 5.1 26.0 10.8
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 20.0 48.0 40.0 20.0 48.0 30.0 Max Q Clear Time (g_c+I1), s 4.1 10.1 5.6 2.1 10.7 3.1
Green Ext Time (p_c), s 0.1 8.4 0.6 0.0 10.3 0.2
Intersection Summary
HCM 6th Ctrl Delay, s/veh 12.4
HCM 6th LOS B
ATTACHMENT B
HCM 6th Signalized Intersection Summary Background Bu ild Conditions_Mitigated 43: S Wilson Way & Market Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
T r a f f i c V o l u m e ( v e h / h ) 1 5 1 4 8 5 00000 6 8 6 6 3 1 1 8 6 2 30 F u t u r e V o l u m e ( v e h / h ) 1 5 1 4 8 5 00000 6 8 6 6 3 1 1 8 6 2 30 I n i t i a l Q ( Q b ) , v e h 000 000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 16 157 53 0 730 67 126 663 0
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 P e r c e n t H e a v y V e h , % 222 022220
Cap, veh/h 25 246 86 0 2124 195 157 2804 0
Arrive On Green 0.03 0.03 0.03 0.00 0.65 0.65 0.12 1.00 0.00 Sat Flow, veh/h 247 2463 857 0 3384 302 1781 3647 0
Grp Volume(v), veh/h 120 0 106 0 394 403 126 663 0
Grp Sat Flow(s),veh/h/ln 1858 0 1710 0 1777 1815 1781 1777 0 Q Serve(g_s), s 5.8 0.0 5.5 0.0 9.1 9.1 6.2 0.0 0.0
Cycle Q Clear(g_c), s 5.8 0.0 5.5 0.0 9.1 9.1 6.2 0.0 0.0 Prop In Lane 0.13 0.50 0.00 0.17 1.00 0.00
Lane Grp Cap(c), veh/h 186 0 171 0 1147 1172 157 2804 0 V/C Ratio(X) 0.65 0.00 0.62 0.00 0.34 0.34 0.80 0.24 0.00 Avail Cap(c_a), veh/h 723 0 665 0 1147 1172 257 2804 0
HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.33 1.33 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 0.97 0.97 0.00 Uniform Delay (d), s/veh 42.0 0.0 41.8 0.0 7.3 7.3 39.0 0.0 0.0 Incr Delay (d2), s/veh 1.4 0.0 1.4 0.0 0.8 0.8 3.5 0.2 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 0.0 2.5 0.0 3.4 3.5 2.8 0.1 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 43.4 0.0 43.2 0.0 8.1 8.1 42.5 0.2 0.0 LnGrp LOS D D A A D A
Approach Vol, veh/h 226 797 789
Approach Delay, s/veh 43.3 8.1 7.0
Approach LOS D A A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 12.9 63.1 76.0 14.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 27.0 45.0 35.0
Max Q Clear Time (g_c+I1), s 8.2 11.1 2.0 7.8
Green Ext Time (p_c), s 0.1 9.3 13.8 0.9
Intersection Summary
HCM 6th Ctrl Delay, s/veh 12.0
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
44: S Eugenia Street & Market Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 312 16 0 0 0 37
Future Vol, veh/h 312 16 0 0 0 37
Conflicting Peds, #/hr 0 2 0 0 0 1
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - ---- 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 339 17 0 0 0 40
Major/Minor Major1 Minor1
Conflicting Flow All 0 0 - 181
Stage 1 - - - -
Stage 2 - - - -
Critical Hdwy - - - 6.94
Critical Hdwy Stg 1 - - - -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - - 3.32
Pot Cap-1 Maneuver - - 0 831
Stage 1 - - 0 -
Stage 2 - - 0 -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - - 829
Mov Cap-2 Maneuver - - - -
Stage 1 - - - -
Stage 2 - - - -
Approach EB NB
HCM Control Delay, s/v 0 9.6
HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR
Capacity (veh/h) 829 - -
HCM Lane V/C Ratio 0.049 - -
HCM Control Delay (s/veh) 9.6 - -
HCM Lane LOS A - -
HCM 95th %tile Q (veh) 0.2 - -
ATTACHMENT B
HCM Signalized Intersection Capacity Analysis Background Build Conditions_Mitigated 5: S American Street/N American Street & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 0 0 0 22 88 19 3 24 0 0 12 15
Future Volume (vph) 0 0 0 22 88 19 3 24 0 0 12 15
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 0.99 1.00 1.00 0.97
Flpb, ped/bikes 0.99 0.99 1.00 1.00
Frt 0.98 1.00 1.00 0.85
Flt Protected 0.99 0.99 1.00 1.00
Satd. Flow (prot) 1787 1850 1863 1547
Flt Permitted 0.99 0.98 1.00 1.00
Satd. Flow (perm) 1787 1829 1863 1547
Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 0 0 0 26 104 22 4 28 0 0 14 18
RTOR Reduction (vph) 000000000000
Lane Group Flow (vph) 0000 1 5 200 3 200 1 4 1 8
Confl. Peds. (#/hr) 15 5 2 2
Turn Type Perm NA Perm NA NA Perm
Protected Phases 2 4 4
Permitted Phases 2 4 4
Actuated Green, G (s) 11.0 23.0 23.0 23.0
Effective Green, g (s) 11.0 23.0 23.0 23.0
Actuated g/C Ratio 0.16 0.33 0.33 0.33
Clearance Time (s) 5.0 5.0 5.0 5.0
Vehicle Extension (s) 0.2 0.2 0.2 0.2
Lane Grp Cap (vph) 280 600 612 508
v/s Ratio Prot 0.01
v/s Ratio Perm 0.09 c0.02 0.01
v/c Ratio 0.54 0.05 0.02 0.03
Uniform Delay, d1 27.1 16.0 15.8 15.9
Progression Factor 0.86 0.99 1.00 1.00
Incremental Delay, d2 7.3 0.1 0.0 0.1
Delay (s) 30.8 16.0 15.9 16.0
Level of Service C B B B
Approach Delay (s/veh) 0.0 30.8 16.0 16.0
Approach LOS A C B B
Intersection Summary
HCM 2000 Control Delay (s/veh) 26.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.13
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 26.2% ICU Level of Service A Analysis Period (min) 15
c Critical Lane Group
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
22: Shasta Avenue & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 0.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 8 720 15 5 556 10 5 0 12 3 1 5
Future Vol, veh/h 8 720 15 5 556 10 5 0 12 3 1 5
C o n f l i c t i n g P e d s , # / h r 304403100001
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
H e a v y V e h i c l e s , % 222222222222
Mvmt Flow 9 783 16 5 604 11 5 0 13 3 1 5
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 618 0 0 803 0 0 1437 1441 795 1433 1438 608 Stage 1 - ----- 8 1 3 8 1 3- 6 1 7 6 1 7-
Stage 2 - ----- 6 2 4 6 2 8- 8 1 6 8 2 1-
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 C r i t i c a l H d w y S t g 1 ------ 6 . 1 2 5 . 5 2- 6 . 1 2 5 . 5 2- C r i t i c a l H d w y S t g 2 ------ 6 . 1 2 5 . 5 2- 6 . 1 2 5 . 5 2- Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 962 - - 821 - - 111 133 388 112 133 496 Stage 1 - ----- 3 7 2 3 9 2- 4 7 7 4 8 1-
Stage 2 - ----- 4 7 3 4 7 6- 3 7 1 3 8 9-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 959 - - 818 - - 106 129 387 106 129 494 Mov Cap-2 Maneuver - ----- 1 0 6 1 2 9- 1 0 6 1 2 9-
Stage 1 - ----- 3 6 4 3 8 4- 4 6 7 4 7 5-
Stage 2 - ----- 4 6 2 4 7 0- 3 5 2 3 8 1-
Approach EB WB NB SB
HCM Control Delay, s/v 0.1 0.1 23.1 24.4
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 217 959 - - 818 - - 195
HCM Lane V/C Ratio 0.085 0.009 - - 0.007 - - 0.05
HCM Control Delay (s/veh) 23.1 8.8 0 - 9.4 0 - 24.4
HCM Lane LOS C A A - A A - C
HCM 95th %tile Q (veh) 0.3 0 - - 0 - - 0.2
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
23: David Avenue & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 0.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
T r a f f i c V o l , v e h / h 8 7 1 5 1 04 5 5 68 1 111215 F u t u r e V o l , v e h / h 8 7 1 5 1 04 5 5 68 1 111215 C o n f l i c t i n g P e d s , # / h r 104401002200
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
H e a v y V e h i c l e s , % 222222222222
M v m t F l o w 9 7 7 7 1 14 6 0 49 1 211215
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 614 0 0 792 0 0 1116 1427 400 1027 1428 308 Stage 1 - ----- 8 0 5 8 0 5- 6 1 8 6 1 8-
Stage 2 - ----- 3 1 1 6 2 2- 4 0 9 8 1 0-
Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 C r i t i c a l H d w y S t g 1 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- C r i t i c a l H d w y S t g 2 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 961 - - 824 - - 162 134 600 189 134 688 Stage 1 - ----- 3 4 2 3 9 3- 4 4 3 4 7 9-
Stage 2 - ----- 6 7 4 4 7 7- 5 9 0 3 9 1-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 960 - - 821 - - 156 130 597 184 130 687 Mov Cap-2 Maneuver - ----- 1 5 6 1 3 0- 1 8 4 1 3 0-
Stage 1 - ----- 3 3 5 3 8 5- 4 3 5 4 7 5-
Stage 2 - ----- 6 6 2 4 7 3- 5 7 6 3 8 3-
Approach EB WB NB SB
HCM Control Delay, s/v 0.2 0.1 29.2 16.9
HCM LOS D C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 163 960 - - 821 - - 310
HCM Lane V/C Ratio 0.087 0.009 - - 0.005 - - 0.028
HCM Control Delay (s/veh) 29.2 8.8 0.1 - 9.4 0 - 16.9
HCM Lane LOS D A A - A A - C
HCM 95th %tile Q (veh) 0.3 0 - - 0 - - 0.1
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
24: Rendon Avenue & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 1.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 10 679 34 18 533 12 16 4 11 6 3 12
Future Vol, veh/h 10 679 34 18 533 12 16 4 11 6 3 12
C o n f l i c t i n g P e d s , # / h r 407704003300
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
H e a v y V e h i c l e s , % 222222222222
Mvmt Flow 11 730 37 19 573 13 17 4 12 6 3 13
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 590 0 0 774 0 0 1104 1406 394 1014 1418 297 Stage 1 - ----- 7 7 8 7 7 8- 6 2 2 6 2 2-
Stage 2 - ----- 3 2 6 6 2 8- 3 9 2 7 9 6-
Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 C r i t i c a l H d w y S t g 1 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- C r i t i c a l H d w y S t g 2 ------ 6 . 5 4 5 . 5 4- 6 . 5 4 5 . 5 4- Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 982 - - 837 - - 166 138 605 193 136 699 Stage 1 - ----- 3 5 5 4 0 5- 4 4 1 4 7 7-
Stage 2 - ----- 6 6 1 4 7 4- 6 0 4 3 9 7-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 978 - - 831 - - 152 129 599 176 127 696 Mov Cap-2 Maneuver - ----- 1 5 2 1 2 9- 1 7 6 1 2 7-
Stage 1 - ----- 3 4 5 3 9 4- 4 3 0 4 5 9-
Stage 2 - ----- 6 2 2 4 5 6- 5 7 2 3 8 6-
Approach EB WB NB SB
HCM Control Delay, s/v 0.2 0.5 26.6 19
HCM LOS D C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 200 978 - - 831 - - 280
HCM Lane V/C Ratio 0.167 0.011 - - 0.023 - - 0.081
HCM Control Delay (s/veh) 26.6 8.7 0.1 - 9.4 0.2 - 19
HCM Lane LOS D A A - A A - C
HCM 95th %tile Q (veh) 0.6 0 - - 0.1 - - 0.3
ATTACHMENT B
HCM 6th Signalized Intersection Summary Background Bu ild Conditions_Mitigated 25: Golden Gate Avenue & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 8 510 190 62 414 9 128 23 81 13 30 8 Future Volume (veh/h) 8 510 190 62 414 9 128 23 81 13 30 8 I n i t i a l Q ( Q b ) , v e h 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 9 543 202 66 440 10 136 24 86 14 32 9 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 P e r c e n t H e a v y V e h , % 222222222222
Cap, veh/h 16 686 255 85 1040 24 239 45 111 122 246 60
Arrive On Green 0.01 0.53 0.53 0.05 0.57 0.57 0.21 0.21 0.21 0.21 0.21 0.21 Sat Flow, veh/h 1781 1290 480 1781 1821 41 764 212 525 281 1167 283 Grp Volume(v), veh/h 9 0 745 66 0 450 246 0 0 55 0 0
Grp Sat Flow(s),veh/h/ln 1781 0 1770 1781 0 1863 1501 0 0 1731 0 0 Q Serve(g_s), s 0.4 0.0 24.4 2.6 0.0 9.8 9.2 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.4 0.0 24.4 2.6 0.0 9.8 11.0 0.0 0.0 1.8 0.0 0.0 Prop In Lane 1.00 0.27 1.00 0.02 0.55 0.35 0.25 0.16
Lane Grp Cap(c), veh/h 16 0 942 85 0 1063 394 0 0 428 0 0 V/C Ratio(X) 0.55 0.00 0.79 0.78 0.00 0.42 0.62 0.00 0.00 0.13 0.00 0.00 Avail Cap(c_a), veh/h 497 0 1186 497 0 1248 903 0 0 766 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 35.4 0.0 13.5 33.7 0.0 8.7 26.5 0.0 0.0 23.0 0.0 0.0 Incr Delay (d2), s/veh 10.4 0.0 5.7 5.6 0.0 1.0 0.6 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 9.5 1.2 0.0 3.5 3.9 0.0 0.0 0.7 0.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 45.7 0.0 19.3 39.3 0.0 9.7 27.1 0.0 0.0 23.1 0.0 0.0 LnGrp LOS D B D A C C
Approach Vol, veh/h 754 516 246 55
Approach Delay, s/veh 19.6 13.5 27.1 23.1
Approach LOS B B C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.4 43.1 20.1 5.7 45.9 20.1
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 20.0 48.0 40.0 20.0 48.0 30.0 Max Q Clear Time (g_c+I1), s 4.6 26.4 13.0 2.4 11.8 3.8 Green Ext Time (p_c), s 0.1 11.8 1.1 0.0 7.9 0.2
Intersection Summary
HCM 6th Ctrl Delay, s/veh 18.9
HCM 6th LOS B
ATTACHMENT B
HCM 6th Signalized Intersection Summary Background Bu ild Conditions_Mitigated 43: S Wilson Way & Market Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
T r a f f i c V o l u m e ( v e h / h ) 3 8 2 6 2 7 50000 8 5 0 1 1 2 1 8 8 8 1 40 F u t u r e V o l u m e ( v e h / h ) 3 8 2 6 2 7 50000 8 5 0 1 1 2 1 8 8 8 1 40 I n i t i a l Q ( Q b ) , v e h 000 000000
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 40 276 79 0 895 118 198 857 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 P e r c e n t H e a v y V e h , % 222 022220
Cap, veh/h 59 415 124 0 1697 224 229 2565 0
Arrive On Green 0.06 0.06 0.06 0.00 0.54 0.54 0.26 1.00 0.00 Sat Flow, veh/h 350 2480 740 0 3249 416 1781 3647 0
Grp Volume(v), veh/h 212 0 183 0 504 509 198 857 0
Grp Sat Flow(s),veh/h/ln 1853 0 1718 0 1777 1795 1781 1777 0 Q Serve(g_s), s 10.1 0.0 9.4 0.0 16.5 16.5 9.6 0.0 0.0
Cycle Q Clear(g_c), s 10.1 0.0 9.4 0.0 16.5 16.5 9.6 0.0 0.0 Prop In Lane 0.19 0.43 0.00 0.23 1.00 0.00
Lane Grp Cap(c), veh/h 310 0 287 0 955 965 229 2565 0
V/C Ratio(X) 0.68 0.00 0.64 0.00 0.53 0.53 0.86 0.33 0.00 Avail Cap(c_a), veh/h 721 0 668 0 955 965 297 2565 0
HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 0.92 0.92 0.00 Uniform Delay (d), s/veh 40.2 0.0 39.9 0.0 13.4 13.4 32.7 0.0 0.0 Incr Delay (d2), s/veh 1.0 0.0 0.9 0.0 2.1 2.1 14.5 0.3 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.1 0.0 4.4 0.0 6.8 6.9 4.5 0.1 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 41.2 0.0 40.7 0.0 15.5 15.5 47.1 0.3 0.0 LnGrp LOS D D B B D A
Approach Vol, veh/h 395 1013 1055
Approach Delay, s/veh 41.0 15.5 9.1
Approach LOS D B A
Timer - Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 16.6 53.4 70.0 20.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 15.0 25.0 45.0 35.0
Max Q Clear Time (g_c+I1), s 11.6 18.5 2.0 12.1
Green Ext Time (p_c), s 0.1 5.2 19.0 1.6
Intersection Summary
HCM 6th Ctrl Delay, s/veh 16.8
HCM 6th LOS B
Notes
User approved pedestrian interval to be less than phase max green.
ATTACHMENT B
HCM 6th TWSC Background Build Conditions_Mitigated
44: S Eugenia Street & Market Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Intersection
Int Delay, s/veh 0.7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 574 12 0 0 0 42
Future Vol, veh/h 574 12 0 0 0 42
Conflicting Peds, #/hr 0 6 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - ---- 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 624 13 0 0 0 46
Major/Minor Major1 Minor1
Conflicting Flow All 0 0 - 325
Stage 1 - - - -
Stage 2 - - - -
Critical Hdwy - - - 6.94
Critical Hdwy Stg 1 - - - -
Critical Hdwy Stg 2 - - - -
Follow-up Hdwy - - - 3.32
Pot Cap-1 Maneuver - - 0 671
Stage 1 - - 0 -
Stage 2 - - 0 -
Platoon blocked, % - -
Mov Cap-1 Maneuver - - - 667
Mov Cap-2 Maneuver - - - -
Stage 1 - - - -
Stage 2 - - - -
Approach EB NB
HCM Control Delay, s/v 0 10.8
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR
Capacity (veh/h) 667 - -
HCM Lane V/C Ratio 0.068 - -
HCM Control Delay (s/veh) 10.8 - -
HCM Lane LOS B - -
HCM 95th %tile Q (veh) 0.2 - -
ATTACHMENT B
Queues Background Build Conditions_Mitigated
5: S American Street/N American Street & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Lane Group WBT NBT SBT SBR
Lane Group Flow (vph) 366 58 53 34
v/c Ratio 0.57 0.33 0.25 0.20
Control Delay (s/veh) 21.5 50.4 31.5 31.4
Queue Delay 0.0 0.0 0.0 0.0
Total Delay (s/veh) 21.5 50.4 31.5 31.4
Queue Length 50th (ft) 141 24 21 14
Queue Length 95th (ft) 137 38 33 25
Internal Link Dist (ft) 303 260 330
Turn Bay Length (ft)
Base Capacity (vph) 634 172 212 168
Starvation Cap Reductn 0000
Spillback Cap Reductn 0000
Storage Cap Reductn 0000
Reduced v/c Ratio 0.58 0.34 0.25 0.20
Intersection Summary
ATTACHMENT B
Queues Background Build Conditions_Mitigated
25: Golden Gate Avenue & Main Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Lane Group EBL EBT WBL WBT NBT SBT
Lane Group Flow (vph) 3 460 92 546 142 54
v/c Ratio 0.01 0.60 0.35 0.50 0.46 0.15
Control Delay (s/veh) 36.6 19.8 32.9 11.0 26.1 21.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 36.6 19.8 32.9 11.0 26.1 21.8
Queue Length 50th (ft) 1 117 28 77 36 14
Queue Length 95th (ft) 11 324 101 331 112 51
Internal Link Dist (ft) 249 250 364 346
Turn Bay Length (ft) 95
Base Capacity (vph) 685 1463 685 1520 1013 1190
Starvation Cap Reductn 0 0 0 17 0 0
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.00 0.31 0.13 0.36 0.14 0.05
Intersection Summary
ATTACHMENT B
Queues Background Build Conditions_Mitigated
43: S Wilson Way & Market Street Timing Plan: AM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Lane Group EBT NBT SBL SBT
Lane Group Flow (vph) 226 797 126 663
v/c Ratio 0.48 0.39 0.60 0.24
Control Delay (s/veh) 42.9 12.6 46.6 2.5
Queue Delay 0.0 0.0 0.0 0.1
Total Delay (s/veh) 42.9 12.6 46.6 2.6
Queue Length 50th (ft) 68 112 63 30
Queue Length 95th (ft) 95 233 m80 42
Internal Link Dist (ft) 296 296 271
Turn Bay Length (ft) 90
Base Capacity (vph) 1318 2019 264 2661
Starvation Cap Reductn 0 0 0 947
Spillback Cap Reductn 0000
Storage Cap Reductn 0000
Reduced v/c Ratio 0.17 0.39 0.48 0.39
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
ATTACHMENT B
Queues Background Build Conditions_Mitigated
5: S American Street/N American Street & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Lane Group WBT NBT SBT SBR
Lane Group Flow (vph) 152 32 14 18
v/c Ratio 0.54 0.05 0.02 0.03
Control Delay (s/veh) 31.4 16.3 16.1 16.3
Queue Delay 0.0 0.0 0.0 0.0
Total Delay (s/veh) 31.4 16.3 16.1 16.3
Queue Length 50th (ft) 61545
Queue Length 95th (ft) 110 18 14 17
Internal Link Dist (ft) 303 260 330
Turn Bay Length (ft)
Base Capacity (vph) 280 600 612 508
Starvation Cap Reductn 0000
Spillback Cap Reductn 0000
Storage Cap Reductn 0000
Reduced v/c Ratio 0.54 0.05 0.02 0.04
Intersection Summary
ATTACHMENT B
Queues Background Build Conditions_Mitigated
25: Golden Gate Avenue & Main Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Lane Group EBL EBT WBL WBT NBT SBT
Lane Group Flow (vph) 9 745 66 450 246 55
v/c Ratio 0.08 0.75 0.42 0.37 0.78 0.15
Control Delay (s/veh) 45.8 24.6 49.0 10.0 48.1 26.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 45.8 24.6 49.0 10.0 48.1 26.4
Queue Length 50th (ft) 5 315 36 92 120 22
Queue Length 95th (ft) 22 #686 84 263 212 54
Internal Link Dist (ft) 249 250 364 346
Turn Bay Length (ft) 95
Base Capacity (vph) 411 986 411 1213 672 770
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.02 0.76 0.16 0.37 0.37 0.07
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
ATTACHMENT B
Queues Background Build Conditions_Mitigated
43: S Wilson Way & Market Street Timing Plan: PM Peak Hour Main Street & Market Street Complete Street Project Synchro 12 Report TJKM 01/21/2025
Lane Group EBT NBT SBL SBT
Lane Group Flow (vph) 395 1013 198 857
v/c Ratio 0.51 0.65 0.69 0.36
Control Delay (s/veh) 38.8 23.5 42.0 4.4
Queue Delay 0.0 0.0 0.0 0.1
Total Delay (s/veh) 38.8 23.5 42.0 4.6
Queue Length 50th (ft) 113 238 85 42
Queue Length 95th (ft) 159 346 111 51
Internal Link Dist (ft) 296 296 271
Turn Bay Length (ft) 90
Base Capacity (vph) 1321 1553 321 2338
Starvation Cap Reductn 0 0 0 519
Spillback Cap Reductn 0000
Storage Cap Reductn 0000
Reduced v/c Ratio 0.30 0.65 0.62 0.47
Intersection Summary
ATTACHMENT B
APPENDIX D – WARRANT GUIDELINE AND ANALYSIS
ATTACHMENT B
Existing Build Conditions - AM Existing Build Conditions - PM Background Build Conditions - AM
Background Build Conditions - PM
0 100
200
300
400
500
600
700
0 500 1000 1500 2000 2500
Minor Street - Higher Volume Approach (VPH)
Major Street - Total of Both Approaches (VPH)
Figure 4C-3. Warrant 3, Peak Hour Vehicular Volume
(Communities more than 10,000 Population or Below 40-mph on Major Street) 2 Major & 1 Minor 2 Major & 2 Minor 1 Major & 2 Minor 1 Major & 1 Minor *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.
Main Street and David Avenue
ATTACHMENT B
Background Build Conditions - AM
Background Build Conditions - PM
0 100
200
300
400
500
600
700
0 500 1000 1500 2000 2500
Minor Street - Higher Volume Approach (VPH)
Major Street - Total of Both Approaches (VPH)
Figure 4C-3. Warrant 3, Peak Hour Vehicular Volume
(Communities more than 10,000 Population or Below 40-mph on Major Street) 2 Major & 1 Minor 2 Major & 2 Minor 1 Major & 2 Minor 1 Major & 1 Minor *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.
Main Street and Rendon Avenue
ATTACHMENT B
I
California MUTCD 2014 Edition Page 968
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) CHAPTER 4F. PEDESTRIAN HYBRID BEACONS
Section 4F.01 Application of Pedestrian Hybrid Beacons
Support:
01 A pedestrian hybrid beacon is a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk. 01a A conventional traffic control signal operation with a standard signal face displaying green, yellow and red (steady and/or flashing red) indications, at a mid-block crosswalk is an alternative to the pedestrian hybrid beacon.
Option:
02 A pedestrian hybrid beacon may be considered for installation to facilitate pedestrian crossings at a location that does not meet traffic signal warrants (see Chapter 4C), or at a location that meets traffic signal warrants under Sections 4C.05 and/or 4C.06 but a decision is made to not install a traffic control signal.
Standard:
03 If used, pedestrian hybrid beacons shall be used in conjunction with signs and pavement markings to warn and control traffic at locations where pedestrians enter or cross a street or highway. A pedestrian hybrid beacon shall only be installed at a marked crosswalk.
Guidance:
04 If one of the signal warrants of Chapter 4C is met and a traffic control signal is justified by an engineering study, and if a decision is made to install a traffic control signal, it should be installed based upon the provisions of Chapters 4D and 4E.
05 If a traffic control signal is not justified under the signal warrants of Chapter 4C and if gaps in traffic are not adequate to permit pedestrians to cross, or if the speed for vehicles approaching on the major street is too high to permit pedestrians to cross, or if pedestrian delay is excessive, the need for a pedestrian hybrid beacon should be considered on the basis of an engineering study that considers major-street volumes, speeds, widths, and gaps in conjunction with pedestrian volumes, walking speeds, and delay. 06 For a major street where the posted or statutory speed limit or the 85th-percentile speed is 35 mph or less, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4F-1 for the length of the crosswalk. 07 For a major street where the posted or statutory speed limit or the 85th-percentile speed exceeds 35 mph, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4F-2 for the length of the crosswalk. 08 For crosswalks that have lengths other than the four that are specifically shown in Figures 4F-1 and 4F-2, the values should be interpolated between the curves.
Section 4F.02 Design of Pedestrian Hybrid Beacons
Standard:
01 Except as otherwise provided in this Section, a pedestrian hybrid beacon shall meet the provisions of Chapters 4D and 4E.
02 A pedestrian hybrid beacon face shall consist of three signal sections, with a CIRCULAR YELLOW signal indication centered below two horizontally aligned CIRCULAR RED signal indications (see Figure 4F-3).
03 When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:
A. At least two pedestrian hybrid beacon faces shall be installed for each approach of the major street, B. A stop line shall be installed for each approach to the crosswalk, C. A pedestrian signal head conforming to the provisions set forth in Chapter 4E shall be installed at each end of the marked crosswalk, and
D. The pedestrian hybrid beacon shall be pedestrian actuated.
Chapter 4F – Pedestrian Hybrid Beacons November 7, 2014 Part 4 – Highway Traffic Signals
ATTACHMENT B
I I
November 7, 2014
California MUTCD 2014 Edition Page 969
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Guidance:
04 When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:
A. The pedestrian hybrid beacon should be installed at an intersection, or at the junction of a roadway with a driveway, or at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs, B. Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk, or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance,
C. The installation should include suitable standard signs and pavement markings, and D. If installed within a signal system, the pedestrian hybrid beacon should be coordinated. 05 On approaches having posted or statutory speed limits or 85th-percentile speeds in excess of 35 mph and on approaches having traffic or operating conditions that would tend to obscure visibility of roadside hybrid beacon face locations, both of the minimum of two pedestrian hybrid beacon faces should be installed over the roadway. 06 On multi-lane approaches having a posted or statutory speed limits or 85th-percentile speeds of 35 mph or less, either a pedestrian hybrid beacon face should be installed on each side of the approach (if a median of sufficient width exists) or at least one of the pedestrian hybrid beacon faces should be installed over the roadway. 07 A pedestrian hybrid beacon should comply with the signal face location provisions described in Sections 4D.11 through 4D.16.
Standard:
08 A CROSSWALK STOP ON RED (symbolic circular red) (R10-23) sign (see Section 2B.53) shall be mounted adjacent to a pedestrian hybrid beacon face on each major street approach. If an overhead pedestrian hybrid beacon face is provided, the sign shall be mounted adjacent to the overhead signal face.
Option:
09 A Pedestrian (W11-2) warning sign (see Section 2C.50) with an AHEAD (W16-9P) supplemental plaque may be placed in advance of a pedestrian hybrid beacon. A warning beacon may be installed to supplement the W11-2 sign.
Guidance:
10 If a warning beacon supplements a W11-2 sign in advance of a pedestrian hybrid beacon, it should be programmed to flash only when the pedestrian hybrid beacon is not in the dark mode.
Standard:
11 If a warning beacon is installed to supplement the W11-2 sign, the design and location of the warning beacon shall comply with the provisions of Sections 4L.01 and 4L.03.
Section 4F.03 Operation of Pedestrian Hybrid Beacons
Standard:
01 Pedestrian hybrid beacon indications shall be dark (not illuminated) during periods between actuations.
02 Upon actuation by a pedestrian, a pedestrian hybrid beacon face shall display a flashing CIRCULAR yellow signal indication, followed by a steady CIRCULAR yellow signal indication, followed by both steady CIRCULAR RED signal indications during the pedestrian walk interval, followed by alternating flashing CIRCULAR RED signal indications during the pedestrian clearance change interval (see Figure 4F-3).
Upon termination of the pedestrian clearance interval, the pedestrian hybrid beacon faces shall revert to a dark (not illuminated) condition.
03 Except as provided in Paragraph 4, the pedestrian signal heads shall continue to display a steady UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are either dark or displaying flashing or steady CIRCULAR yellow signal indications. The pedestrian signal heads shall display a WALKING PERSON (symbolizing WALK) signal indication when the pedestrian hybrid beacon faces are displaying steady CIRCULAR RED signal indications. The pedestrian signal heads shall display a flashing UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are displaying alternating flashing CIRCULAR RED signal indications. Upon termination of the pedestrian clearance interval, the pedestrian signal heads shall revert to a steady UPRAISED HAND (symbolizing DONT WALK) signal indication.
Chapter 4F – Pedestrian Hybrid Beacons Revised April 7, 2017 Part 4 – Highway Traffic Signals
ATTACHMENT B
California MUTCD 2014 Edition Page 970
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Option:
04 Where the pedestrian hybrid beacon is installed adjacent to a roundabout to facilitate crossings by pedestrians with visual disabilities and an engineering study determines that pedestrians without visual disabilities can be allowed to cross the roadway without actuating the pedestrian hybrid beacon, the pedestrian signal heads may be dark (not illuminated) when the pedestrian hybrid beacon faces are dark.
Guidance:
05 The duration of the flashing yellow interval should be determined by engineering judgment.
Standard:
06 The duration of the steady yellow change interval shall be determined using engineering practices.
Guidance:
07 The steady yellow interval should have a minimum duration of 3 seconds and a maximum duration of 6 seconds (see Section 4D.26). The longer intervals should be reserved for use on approaches with higher speeds.
Chapter 4F – Pedestrian Hybrid Beacons November 7, 2014 Part 4 – Highway Traffic Signals
ATTACHMENT B
Figure 4F-1. Guidelines for the Installation of Pedestrian Hybrid Beacons on Low-Speed Roadways
Speeds of 35 mph or less 500 ~~~-~~-~--~-~--~-~-~
L = cro swalk le gth
TOTAL OF ALL 300 1----tt- -\----+- ,--+-,---+---+-----+-------<-- ---,
PEDESTRIANS CROSSING
THE MAJOR STREET - PEDESTRIANS
PER HOUR (PPH) 200 ,---+ 1-- ,--+-- ,,-t--~ ,+---+---t----+----1 0 250 500 750 1000 1250 1500 1750 2000
MAJOR STREET - T OTAL OF BOTH APPROACHES -
VEHICLES PER HOUR (VPH)
* Note: 20 pph applies as the lower thresho ld volume
Figure 4F-2. Guidelines for the Installation of Pedestrian Hybrid Beacons on High-Speed Roadways
500
400
TOTAL OF ALL 300
PEDESTRIANS CROSSING
THE MAJOR STREET - PEDESTRIANS
PER HOUR (PPH) 200
100
I
\
\ \
\ \
~~ \ )' ...l .> ...,
~ ~
~\
Speeds of more than 35 mph
L = Cl osswalk length
I,,
\< ,,
~-1, '\'. ,,>~~
~~ ~ I'
20*
0 250 500 750 1000 1250 1500 1750 2000
MAJOR STREET - TOTAL OF BOTH APPROACHES -
VEHICLES PER HOUR (VPH)
* Note: 20 pph applies as the lower thresho ld volume
California MUTCD 2014 Edition Page 971
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 4F – Pedestrian Hybrid Beacons November 7, 2014 Part 4 – Highway Traffic Signals
ATTACHMENT B
Figure 4F-3. Sequence for a Pedestrian Hybrid Beacon
1. Dark Until Activated
FR
2. Flashing Yellow
Upon Activation
R R
5. Alternating Flashing Red During
Pedestrian Clearance Interval
FR
R
3. Steady Yellow
R
SR SR
4. Steady Red During
Pedestrian Walk Interval
R Legend
6. Dark Again Until Activated
SY Steady yellow
FY Flashing yellow
SR Steady red
FR Flashing red
California MUTCD 2014 Edition Page 972
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 4F – Pedestrian Hybrid Beacons November 7, 2014 Part 4 – Highway Traffic Signals
ATTACHMENT B
Pedestrian Hybrid Beacon Analysis
Main Street/D Street
East Leg
North Leg
ATTACHMENT B
California MUTCD 2014 Edition Page 998
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) CHAPTER 4N. IN-ROADWAY LIGHTS
Section 4N.01 Application of In-Roadway Lights
Support:
01 In-Roadway Lights are special types of highway traffic signals installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to slow down and/or come to a stop. This includes situations warning of marked school crosswalks, marked midblock crosswalks, marked crosswalks on uncontrolled approaches, marked crosswalks in advance of roundabouts as described in Chapter 3C, and other roadway situations involving pedestrian crossings.
Standard:
02 In-Roadway Lights shall not be used for any application that is not described in this Chapter. 03 If used, In-Roadway Lights shall not exceed a height of 3/4 inch above the roadway surface. 04 When used, In-Roadway Lights shall be flashed and shall not be steadily illuminated.
Support:
05 Steadily illuminated lights installed in the roadway surface are considered to be internally illuminated raised pavement markers (see Section 3B.11).
Option:
06 In-Roadway Lights may be flashed in a manner that includes a continuous flash of varying intensity and time duration that is repeated to provide a flickering effect (see Section 4N.02).
Section 4N.02 In-Roadway Warning Lights at Crosswalks
Option:
01 In-roadway lights may be installed at certain marked crosswalks, based on an engineering study or engineering judgment, to provide additional warning to road users.
Standard:
02 If used, In-Roadway Warning Lights at crosswalks shall be installed only at marked crosswalks with applicable warning signs. They shall not be used at crosswalks controlled by YIELD signs, STOP signs, or traffic control signals.
03 If In-Roadway Warning Lights are used at a crosswalk, the following requirements shall apply:
A. Except as provided in Paragraphs 7 and 8, they shall be installed along both sides of the crosswalk and shall span its entire length.
B. They shall initiate operation based on pedestrian actuation and shall cease operation at a predetermined time after the pedestrian actuation or, with passive detection, after the pedestrian clears the crosswalk.
C. They shall display a flashing yellow light when actuated. The flash rate shall be at least 50, but no more than 60, flash periods per minute. If they are flashed in a manner that includes a continuous flash of varying intensity and time duration that is repeated to provide a flickering effect, the flickers or pulses shall not repeat at a rate that is between 5 and 30 per second to avoid frequencies that might cause seizures.
D. They shall be installed in the area between the outside edge of the crosswalk line and 10 feet from the outside edge of the crosswalk.
E. They shall face away from the crosswalk if unidirectional, or shall face away from and across the crosswalk if bidirectional.
04 If used on one-lane, one-way roadways, a minimum of two In-Roadway Warning Lights shall be installed on the approach side of the crosswalk. If used on two-lane roadways, a minimum of three In- Roadway Warning Lights shall be installed along both sides of the crosswalk. If used on roadways with more than two lanes, a minimum of one In-Roadway Warning Light per lane shall be installed along both sides of the crosswalk.
Chapter 4N – In-Roadway Lights November 7, 2014
Part 4 – Highway Traffic Signals
ATTACHMENT B
I - I
November 7, 2014
California MUTCD 2014 Edition Page 999
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Guidance:
05 If used, In-Roadway Warning Lights should be installed in the center of each travel lane, at the center line of the roadway, at each edge of the roadway or parking lanes, or at other suitable locations away from the normal tire track paths.
06 The location of the In-Roadway Warning Lights within the lanes should be based on engineering judgment.
Option:
07 On one-way streets, In-Roadway Warning Lights may be omitted on the departure side of the crosswalk. 08 Based on engineering judgment, the In-Roadway Warning Lights on the departure side of the crosswalk on the left side of a median may be omitted.
09 Unidirectional In-Roadway Warning Lights installed at crosswalk locations may have an optional, additional yellow light indication in each unit that is visible to pedestrians in the crosswalk to indicate to pedestrians in the crosswalk that the In-Roadway Warning Lights are in fact flashing as they cross the street. These yellow lights may flash with and at the same flash rate as the light module in which each is installed.
Guidance:
10 If used, the period of operation of the In-Roadway Warning Lights following each actuation should be sufficient to allow a pedestrian crossing in the crosswalk to leave the curb or shoulder and travel at a walking speed of 3.5 feet per second to at least the far side of the traveled way or to a median of sufficient width for pedestrians to wait. Where pedestrians who walk slower than 3.5 feet per second, or pedestrians who use wheelchairs, routinely use the crosswalk, a walking speed of less than 3.5 feet per second should be considered in determining the period of operation.
Standard:
11 If pedestrian pushbuttons are used to actuate the in-roadway lights, a Push Button To Turn On Warning Lights (with pushbutton symbol) (R10-25) sign (see Figure 2B-26) shall be mounted adjacent to immediately above or integral with each pedestrian pushbutton. 12 Where the period of operation is sufficient only for crossing from a curb or shoulder to a median of sufficient width for pedestrians to wait, median-mounted pedestrian actuators shall be provided. 13 In-Roadway Warning Lights (IRWLs) shall not be placed on or within the crosswalk markings. If the In-Roadway Warning Lights are activated by a push button, the PUSH BUTTON FOR PEDESTRIAN WARNING LIGHTS, CROSS WITH CAUTION (R62E(CA)) sign shall be used.
14 The following shall be considered when evaluating the need for In-Roadway Warning Lights:
A. Whether the crossing is controlled or uncontrolled.
B. An engineering traffic study to determine if In-Roadway Warning Lights are compatible with the safety and operation of nearby intersections, which may or may not be, controlled by traffic signals or STOP/YIELD signs.
C. Standard traffic signs for crossings and crosswalk pavement markings are provided.
D. At least 40 pedestrians regularly use the crossing during each of any two hours (not necessarily consecutive) during a 24-hour period.
E. The vehicular volume through the crossing exceeds 200 vehicles per hour in urban areas or 140 vehicles per hour in rural areas during peak-hour pedestrian usage.
F. The critical approach speed (85th percentile) is 45 mph or less.
G. In-Roadway Warning Lights are visible to drivers at the minimum stopping sight distance for the posted speed limit.
H. Public education on In-Roadway Warning Lights is conducted for new installations.
Option:
15 Overhead or roadside Flashing Yellow Beacons may be installed in conjunction with In-Roadway Warning Lights. In- Roadway Warning Lights may be installed independently, but are not necessarily intended to be a substitute for standard flashing beacons. Engineering judgment should be exercised.
Guidance:
16 Typical applications of In-Roadway Warning Lights are shown in Figure 4N-101(CA).
Chapter 4N – In-Roadway Lights Revised December 9, 2015 Part 4 – Highway Traffic Signals
ATTACHMENT B
California MUTCD 2014 Edition Page 1000
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Section 4N.101(CA) In-Roadway Warning Lights at Crosswalks Financing and Maintenance-State Highways Standard:
01 When In-Roadway Warning Lights are proposed by Caltrans on State highways, Caltrans shall pay the costs of installation and maintenance. When In-Roadway Warning Lights are proposed and installed by a local agency on State highways, the installation of In-Roadway Warning Lights shall be covered by an Encroachment Permit issued by the local Caltrans District Director. The local agency shall be responsible for installation and maintenance of the In-Roadway Warning Lights.
Chapter 4N – In-Roadway Lights November 7, 2014
Part 4 – Highway Traffic Signals
ATTACHMENT B
APPENDIX E - TRIP ESTIMATES FROM EASTBROOK EASTATES, LINGURIAN VILLAGE, AND LINGURIAN VILLAGE UNIT 2
ATTACHMENT B
ATTACHMENT B
ATTACHMENT B
12 Dowling Associates, Inc.
Transportation Engineering Planning Research Education Trip Generation
Trip generation by the proposed Ligurian Village Unit 2 single family residential development was estimated based on data published in Trip Generation, 7 th Edition, by the Institute of Transportation Engineers (ITE) as presented in Table 5. It is projected that the proj ect would generate 580 daily trips, including 47 trips in the AM peak hour and 61 trips in the PM peak hour as shown in Table 5 below.
Table 5 Project Trip Generation Estimates
ITE
Land
Use
Daily
Rate
Daily
Trips
AM Peak Hour PM Peak Hour
Land Use Size Rate Total In Out Rate Total In Out
Single Family
Detached
a
210 53 du 10.94 580 0.89 47 12 35 1.15 61 38 23
N o t e s :
d . u . = d w e l l i n g u n i t s
a = Trip Generation rate based on fitted curve equations and development size.
Trip Distribution
Trip distribution for the project was based on similar studies conducted in the project area. The trip distribution percentages used herein are depicted graphically in Figure 4. Traffic generated by the project that will be added to the study intersections is displayed in Figure 5 for the AM and PM peak hours.
ATTACHMENT B
NN
SS
WW EE
Not to Scale
Figure 4
Ligurian Village Unit 2 Residential Development
Assumed Directional Distribution of Project Trips
Dowling Associates, Inc.
Figure 4
Ligurian Village Unit 2 Residential Development
Assumed Directional Distribution of Project Trips
Dowling Associates, Inc.
99 26
4 4
D Ma el r
e t S .Fr mon t
a Chrter
Project
Site
8%
14%
2%
15%
56%
5%
eW b r Av
.
e e
ATTACHMENT B