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Home My WebLink AboutBecerra, Frank_Item #9. Homes on Little Mountain & Miramonte.From:Frank Becerra To:PublicComments Subject:Item #9. Homes on Little Mountain & Miramonte. Date:Wednesday, September 16, 2026 1:40:15 PM Attachments:TIA Report - September 28, 2018.pdf Caution - This email originated from outside the City - Verify that the Email display name and Email address are consistent. - Use caution when opening attachments. Hello, Will this new development on Little Mountain Miramonte have homes that are for lease or are for sale? The new homes on Highland, west of Medical Center, are for lease. This denies an opportunity for residents to not only find a home, but also invest and generate wealth. This further promotes SB residents to be renters and makes them more transient, reducing the likelihood that they will fully engage in the community. Also, I have included the Traffic Impact Analysis (TIA) from 2018 for the TAD office on Little Mountain. It shows that the intersection at 27th and Little Mountain will experience service level “D” during peak hours. I can attest that this is true and even exists during non peak hours. D Level of Service D generally results in noticeable congestion. Longer delays may result from some combination of unfavorableprogression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. 35.01 to 55.00 25.01 to 35.00 So, my second question is, will there be any improvements (some were suggested in the TIA)? I think that this is crucial to keep traffic flowing. I know there is a need for new housing but I feel that we must be smart about what we permit (houses for sale, not rent/lease) and ensure that we keep up with the infrastructure needed to support these new residents and not unnecessarily impact existing residents. I do not believe that you should support this project unless these homes will be made available for sale and adequate infrastructure improvement is insured. Thank you, Frank Becerra Sent from my iPhone SAN BERNARDINO HUMAN RESOURCES TRANSITIONAL ASSISTANCE FACILITY TRAFFIC IMPACT ANALYSIS September 28, 2018 2 TABLE OF CONTENTS EXECUTIVE SUMMARY I. INTRODUCTION ............................................................................................................ 1 A. Purpose and Objectives ................................................................................................ 1 B. Project Description........................................................................................................ 1 C. Study Area ..................................................................................................................... 1 D. Analysis Scenarios ......................................................................................................... 2 II. METHODOLOGY ........................................................................................................... 5 A. Highway Capacity Manual Delay Methodology ............................................................ 5 B. Thresholds of Significance ............................................................................................ 6 1. Definition of Deficiency ....................................................................................... 6 2. Definition of Significant Impact ........................................................................... 6 III. EXISTING CONDITIONS ................................................................................................. 7 A. Existing Roadway Facilities ........................................................................................... 7 B. Existing Traffic Volumes ................................................................................................ 7 C. Existing Intersection Level of Service ............................................................................ 7 D. General Plan Context .................................................................................................... 7 IV. PROPOSED PROJECT ................................................................................................... 16 A. Project Description......................................................................................................16 B. Trip Generation ...........................................................................................................16 C. Trip Distribution ..........................................................................................................16 D. Trip Assignment ..........................................................................................................16 V. TRAFFIC FORECASTS ................................................................................................... 23 A. Method of Projection ..................................................................................................23 B. Traffic Volumes for Analysis ........................................................................................24 1. Existing Plus Project Traffic Volumes ................................................................24 2. Opening Year (2020) Without Project Traffic Volumes.....................................24 3. Opening Year (2020) With Project Traffic Volumes ..........................................24 4. Buildout Year (2040) Without Project Traffic Volumes.....................................24 5. Buildout Year (2040) With Project Traffic Volumes ..........................................24 VI. TRAFFIC IMPACT ANALYSIS ......................................................................................... 42 A. Existing Plus Project ....................................................................................................42 B. Opening Year (2020) Without Project ........................................................................42 C. Opening Year (2020) With Project ..............................................................................42 D. Buildout Year (2040) Without Project ........................................................................43 E. Buildout Year (2040) With Project ..............................................................................43 F. Traffic Signal Warrant Analysis ...................................................................................44 VII. MITIGATION MEASURES ............................................................................................. 50 A. Required Improvements and Costs.............................................................................50 B. Project Fair Share/Development Impact Fees ............................................................50 C. On-Site/Access Recommendations .............................................................................51 D. Project Driveway Sight Distance Analysis ...................................................................52 3 APPENDICES Appendix A – Glossary of Transportation Terms Appendix B – Traffic Study Scoping Agreement Appendix C – Intersection Turning Movement Count Worksheets Appendix D – Explanation and Calculation of Intersection Delay Appendix E – Traffic Model Forecasting Worksheets Appendix F – Traffic Signal Warrant Analysis Worksheets Appendix G – Preliminary Construction Cost Estimates for Congestion Management Program Appendix H – Sight Distance Standards 4 LIST OF TABLES Table 1. Existing Intersection Delay, Levels of Service and Volume/Capacity Ratio .................... 9 Table 2. Project Trip Generation ................................................................................................ 17 Table 3. Other Development Trip Generation ............................................................................ 25 Table 4. Existing Plus Project Intersection Delay, Levels of Service and Volume/Capacity Ratio ................................................................................................. 45 Table 5. Opening Year (2020) Without Project Intersection Delay, Levels of Service and Volume/Capacity Ratio ................................................................................................. 46 Table 6. Opening Year (2020) With Project Intersection Delay, Levels of Service and Volume/Capacity Ratio ................................................................................................. 47 Table 7. Buildout Year (2040) Without Project Intersection Delay, Levels of Service and Volume/Capacity Ratio ................................................................................................. 48 Table 8. Buildout Year (2040) With Project Intersection Delay, Levels of Service and Volume/Capacity Ratio ................................................................................................. 49 Table 9. Summary of Intersection Improvements and Costs ..................................................... 53 Table 10. Project Fair Share Intersection Traffic Contribution ..................................................... 54 5 LIST OF FIGURES Figure 1. Project Location Map ...................................................................................................... 3 Figure 2. Site Plan .......................................................................................................................... 4 Figure 3. Existing Number of Through Travel Lanes and Intersection Traffic Controls ............... 10 Figure 4. Existing Average Daily Traffic Volumes ......................................................................... 11 Figure 5. Existing Morning Peak Hour Intersection Turning Movement Volumes ...................... 12 Figure 6. Existing Evening Peak Hour Intersection Turning Movement Volumes ....................... 13 Figure 7. City of San Bernardino General Plan Circulation Element ............................................ 14 Figure 8. City of San Bernardino General Plan Roadway Cross-Sections ..................................... 15 Figure 9. Project Outbound Trip Distribution .............................................................................. 18 Figure 10. Project Inbound Trip Distribution ................................................................................. 19 Figure 11. Project Average Daily Traffic Volumes .......................................................................... 20 Figure 12. Project Morning Peak Hour Intersection Turning Movement Volumes ....................... 21 Figure 13. Project Evening Peak Hour Intersection Turning Movement Volumes ........................ 22 Figure 14. Existing Plus Project Average Daily Traffic Volumes ..................................................... 27 Figure 15. Existing Plus Project Morning Peak Hour Intersection Turning Movement Volumes ........................................................................................................................ 28 Figure 16. Existing Plus Project Evening Peak Hour Intersection Turning Movement Volumes ........................................................................................................................ 29 Figure 17. Opening Year (2020) Without Project Average Daily Traffic Volumes ......................... 30 Figure 18. Opening Year (2020) Without Project Morning Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 31 Figure 19. Opening Year (2020) Without Project Evening Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 32 Figure 20. Opening Year (2020) With Project Average Daily Traffic Volumes ............................... 33 Figure 21. Opening Year (2020) With Project Morning Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 34 Figure 22. Opening Year (2020) With Project Evening Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 35 Figure 23. Buildout Year (2040) Without Project Average Daily Traffic Volumes ......................... 36 Figure 24. Buildout Year (2040) Without Project Morning Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 37 Figure 25. Buildout Year (2040) Without Project Evening Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 38 Figure 26. Buildout Year (2040) With Project Average Daily Traffic Volumes ............................... 39 Figure 27. Buildout Year (2040) With Project Morning Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 40 Figure 28. Buildout Year (2040) With Project Evening Peak Hour Intersection Turning Movement Volumes ...................................................................................................... 41 Figure 29. Circulation Recommendations ...................................................................................... 55 Figure 30. Sight Distance Analysis .................................................................................................. 56 i EXECUTIVE SUMMARY The purpose of this report is to provide an assessment of potential traffic impacts resulting from redevelopment of the proposed San Bernardino Human Resources Transitional Assistance Facility project and to identify the traffic mitigation measures necessary to maintain the established Level of Service standard for the elements of the impacted roadway system. The traffic issues related to the proposed land use and development have been evaluated in the context of the California Environmental Quality Act. The City of San Bernardino is the lead agency responsible for preparation of the traffic impact analysis, in accordance with California Environmental Quality Act authorizing legislation. This report analyzes traffic impacts for the Existing Plus Project, the anticipated opening date with full occupancy of the development in Year 2020, at which time it will be generating trips at its full potential, and for Buildout Year (2040) conditions. Although this is a technical report, every effort has been made to write the report clearly and concisely. To assist the reader with those terms unique to transportation engineering, a glossary of terms is provided in Appendix A. A. Project Description The project site is located west of Little Mountain Drive between Little Mountain Court and 27th Street in the City of San Bernardino. The site is currently vacant. The project site is proposed to consist of constructing a 38,150 square foot government office building. The project site is proposed to provide a total of 328 on-site parking spaces. A stop-controlled right-in/right-out only access driveway is proposed to be provided on Little Mountain Drive that aligns with Miramonte Drive North as a future west leg of the study intersection (Intersection #5). Two full access driveway are proposed to be provided at the end of the cul-de-sac on Little Mountain Court, where the proposed project will have access to Little Mountain Drive (Intersection #4). For purposes of this traffic impact analysis, the proposed project is assumed to be fully operational by Year 2020. B. Traffic Conditions Existing Traffic Conditions. The study intersections currently operate at Level of Service D or better during the peak hours for Existing traffic conditions (see Table 1). The intersection of Little Mountain Road and Miramonte Drive (Intersection #5) appears to currently satisfy the warrant for a traffic signal for Existing traffic conditions. However, a traffic signal is not recommended because the intersection of Little Mountain Road and Miramonte Drive (Intersection #5) is projected to operate at acceptable Level of Service D during the peak hours. The project driveway on Little Mountain Road is proposed to be restricted to a right-in/right-out only access and will not cause a project impact at Intersection #5. ii Project Trips. The proposed project is forecast to generate approximately 862 daily trips, 128 trips of which will occur during the morning peak hour and 65 trips of which will occur during the evening peak hour (see Table 2). Existing Plus Project Traffic Conditions. The study intersections are projected to operate at Level of Service D or better during the peak hours for Existing Plus Project traffic conditions (see Table 3). The proposed project is forecast to result in no significant impacts at the study intersections for Existing Plus Project traffic conditions (see Table 4), except at the intersection of Little Mountain Drive and 27th Street. The proposed project is forecast to result in no significant impacts at the study intersections for Existing Plus Project traffic conditions, with the following recommended improvements: Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. Opening Year (2020) Without Project Traffic Conditions. The study intersections are projected to operate at Level of Service D or better during the peak hours for Opening Year (2020) Without Project traffic conditions (see Table 5). Opening Year (2020) With Project Traffic Conditions. The study intersections are projected to operate at Level of Service D or better during the peak hours for Opening Year (2020) With Project traffic conditions (see Table 6). The proposed project is forecast to result in no significant impacts at the study intersections for Opening Year (2020) With Project traffic conditions (see Table 6), except at the intersection of Little Mountain Drive and 27th Street. The proposed project is forecast to result in no significant impacts at the study intersections for Opening Year (2020) With Project traffic conditions, with the following recommended improvements: Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. Buildout Year (2040) Without Project Traffic Conditions. The study intersections are projected to operate at Level of Service D or better during the peak hours for Buildout Year (2040) Without Project traffic conditions (see Table 5), except at the following study intersections that are projected to operate at unacceptable Levels of Service during the peak hours: iii I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1 Little Mountain Drive (NS) at: 27th Street (EW) – #6 Buildout Year (2040) With Project Traffic Conditions. The study intersections are projected to operate at Level of Service D or better during the peak hours for Buildout Year (2040) With Project traffic conditions (see Table 8), except at the following study intersections that are projected to operate at unacceptable Levels of Service during the peak hours: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1 Little Mountain Drive (NS) at: 27th Street (EW) – #6 The proposed project is forecast to result in no significant impacts at the study intersections for Buildout Year (2040) With Project traffic conditions (see Table 6), with the following recommended improvements: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1  West of the I-215 Freeway SB ramps, restripe the eastbound approach to provide a 2nd through lane on Mount Vernon Avenue in place of the existing striped median. East of the I-215 Freeway SB ramps, restripe to provide a 2nd eastbound receiving lane on Mount Vernon Avenue in place of the striped median by extending the eastbound left turn lane for the I-215 Freeway NB on-ramp. Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. C. Traffic Impact and Mitigation Off-site intersection improvements were identified to address significant traffic impacts at the study intersections for the scenarios analyzed. For Existing Plus Project and Opening Year (2020) With Project traffic conditions, the following improvements are recommended: Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. iv For Buildout Year (2040) With Project traffic conditions, the following additional improvements are recommended: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1  West of the I-215 Freeway SB ramps, restripe the eastbound approach to provide a 2nd through lane on Mount Vernon Avenue in place of the existing striped median. East of the I-215 Freeway SB ramps, restripe to provide a 2nd eastbound receiving lane on Mount Vernon Avenue in place of the striped median by extending the eastbound left turn lane for the I-215 Freeway NB on-ramp. D. On-Site/Access Recommendations Site-specific circulation and access recommendations are depicted on Figure 29. The proposed Project Driveway on Little Mountain Drive will be restricted to a stop-controlled right-in/right-out only access (Intersection #5). The proposed Project Driveways on Little Mountain Court will be stop-controlled full access. Little Mountain Drive along the project boundary should be constructed at the ultimate half- section width, including landscaping and parkway improvements in conjunction with development, or as otherwise approved by the City of San Bernardino Public Works Department. 27th Street along the project boundary should be constructed at the ultimate half-section width, including landscaping and parkway improvements in conjunction with development, or as otherwise approved by the City of San Bernardino Public Works Department. Little Mountain Court along the project boundary should be constructed at the ultimate half- section width, including landscaping and parkway improvements in conjunction with development, or as otherwise approved by the City of San Bernardino Public Works Department. The proposed project driveways should be constructed in conformance with City of San Bernardino standards, including provisions for sight distance requirements and truck turning radii, or as otherwise approved by the City of San Bernardino Public Works Department. All on-site and site-adjacent improvements, including traffic signing/striping and project driveways, should be constructed as approved by the City of San Bernardino Public Works Department. On-site parking should be provided to the satisfaction of City of San Bernardino Planning Department. v As is the case for any roadway design, the City of San Bernardino should periodically review traffic operations in the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. 1 I. INTRODUCTION This section introduces the project location, proposed development, and study area. Figure 1 shows the project location map and Figure 2 illustrates the project site plan. A. Purpose and Objectives The purpose of this report is to provide an assessment of the traffic impacts resulting from redevelopment of the proposed San Bernardino Human Resources Transitional Assistance Facility project. The study objectives include (1) documentation of existing traffic conditions in the project vicinity; (2) evaluation of project and cumulative traffic impacts; (3) evaluation of the Buildout Year (2040) conditions; and (4) identification of on-site and off-site improvements needed to mitigate potential impacts to the transportation system. This report analyzes traffic impacts for the anticipated opening date with occupancy of the development in Opening Year (2020) and Buildout Year (2040), at which time it will be generating trips at its full potential. Although this is a technical report, every effort has been made to write the report clearly and concisely. To assist the reader with those terms unique to transportation engineering, a glossary of terms is provided in Appendix A. B. Project Description The project site is located west of Little Mountain Drive between Little Mountain Court and 27th Street in the City of San Bernardino. The site is currently vacant. The project site is proposed to consist of constructing a 38,150 square foot government office building. The project site is proposed to provide a total of 328 on-site parking spaces. A stop-controlled right-in/right-out only access driveway is proposed to be provided on Little Mountain Drive that aligns with Miramonte Drive North as a future west leg of the study intersection (Intersection #5). Two full access driveway are proposed to be provided at the end of the cul-de-sac on Little Mountain Court, where the proposed project will have access to Little Mountain Drive (Intersection #4). For purposes of this traffic impact analysis, the proposed project is assumed to be fully operational by Year 2020. C. Study Area Based on the approved scoping agreement (see Appendix B) with City of San Bernardino, the study area consists of the following six (6) study intersections: 1 2 Study Intersections Jurisdiction I-215 Freeway SB Ramps (NS) at: Mount Vernon Drive (EW) – #11 California Department of Transportation I-215 Freeway NB Ramps (NS) at: Mount Vernon Drive (EW) – #2 California Department of Transportation Mount Vernon Avenue (NS) at: Highland Avenue (EW) – #3 City of San Bernardino Little Mountain Drive (NS) at: Little Mountain Court (EW) – #4 Miramonte Drive North (EW) – #5 27th Street (EW) – #6 City of San Bernardino City of San Bernardino City of San Bernardino D. Analysis Scenarios The following six (6) scenarios are analyzed: 1. Existing Conditions, 2. Existing Plus Project Conditions2, 3. Opening Year (2020) Without Project Conditions, 4. Opening Year (2020) With Project Conditions, 5. Buildout Year (2040) Without Project Conditions, and 6. Buildout Year (2040) With Project Conditions. 1 (NS) North-South roadway; (EW) = East-West roadway 2 The existing plus project conditions has been analyzed to comply with the Sunnyvale West Neighborhood Association v. City of Sunnyvale CEQA court case. This scenario assumes the full development of the proposed project and full absorption of the proposed project trips on the circulation system at the present time. 2 3 4 5 II. METHODOLOGY A. Highway Capacity Manual Delay Methodology The technique used to assess the performance of an unsignalized study intersection is known as the intersection delay methodology based on the procedures contained in the Highway Capacity Manual (Transportation Research Board, 6th Edition). The methodology compares the traffic volume using the intersection to the capacity of the intersection to calculate the delay associated with the traffic control at the intersection. The intersection delay is then correlated to a performance measure known as Level of Service based on the following thresholds: Level of Service Intersection Control Delay (Seconds/Vehicle) Signalized Intersection Unsignalized Intersection A ≤ 10.0 ≤ 10.0 B > 10.0 to ≤ 20.0 > 10.0 to ≤ 15.0 C > 20.0 to ≤ 35.0 > 15.0 to ≤ 25.0 D > 35.0 to ≤ 55.0 > 25.0 to ≤ 35.0 E > 55.0 to ≤ 80.0 > 35.0 to ≤ 50.0 F > 80.0 > 50.0 Source: Highway Capacity Manual 2010 (Transportation Research Board, 2010). Level of Service is used to qualitatively describe the performance of a roadway facility, ranging from Level of Service A (free-flow conditions) to Level of Service F (extreme congestion and system failure). The Level of Service analysis for signalized intersections has been performed using optimized signal timing. This analysis has included an assumed lost time of two seconds per phase. Traffic signal timing optimization has considered pedestrian safety and signal coordination requirements. Appropriate time for pedestrian crossings has also been considered in the signalized intersection analysis. The following formula has been used to calculate the pedestrian minimum times for all Highway Capacity Manual runs: (Curb to curb distance) / (3.5 feet/second) + 7 seconds. Saturation flow rates of 1,800 vehicles per hour of green for through and right turn lanes and 1,700 vehicles per lane for single left turn lanes, 1,600 vehicles per lane for dual left turn lanes, and 1,500 vehicles per lane for triple left turn lanes have been assumed for the capacity analysis. The peak hour intersection turning movement volumes have been adjusted to peak 15 minute volumes for analysis purposes using the existing observed peak 15 minute to peak hour factors for all scenarios analyzed. Where feasible improvements in accordance with the local jurisdiction’s General Plan and which result in acceptable operations cannot be identified, the Buildout Year (2040) peak hour factor has been adjusted upwards to 0.95. This 5 6 is to account for the effects of congestion on peak spreading. Peak spreading refers to the tendency of traffic volumes to spread more evenly across time as congestion increases. B. Thresholds of Significance The following definitions of deficiencies and significant impacts have been developed in accordance with the City of San Bernardino requirements. 1. Definition of Deficiency The definition of an intersection deficiency has been obtained from the City of San Bernardino General Plan. The General Plan states that peak hour intersection operations of Level of Service D or better are generally acceptable. Therefore, any intersection operating at Level of Service E to F will be considered deficient. 2. Definition of Significant Impact The identification of significant impacts is a requirement of the California Environmental Quality Act. The City of San Bernardino General Plan and Circulation Element have been adopted in accordance with California Environmental Quality Act requirements, and any roadway improvements within the City of San Bernardino that are consistent with these documents are not considered a significant impact, so long as the project contributes its “fair share” funding for improvements. A traffic impact is considered significant if the project both: (i) contributes measurable traffic to and (ii) substantially and adversely changes the Level of Service at any off-site location projected to experience deficient operations under foreseeable cumulative conditions, where feasible improvements consistent with the City of San Bernardino General Plan cannot be constructed. Traffic impacts at an intersection are to be considered “significant” when any of the following changes in the volume to capacity (V/C) ratios occur between the “without project” and the “with project” conditions: Level of Service Without Project V/C Difference C > 0.0400 D > 0.0200 E, F > 0.0100 Source: City of San Bernardino Public Works Department, Traffic Impact Study Guidelines, June 2015. Mitigation measures must be identified for intersections that show a significant project impact and operate at Level of Service D or worse under the “with project” conditions. The Level of Service with mitigation must be improved to Level of Service D or better for intersection and Level of Service C or better for roadway segments under the “with project with mitigation” conditions. 6 7 III. EXISTING CONDITIONS A. Existing Roadway Facilities Figure 3 identifies the Existing number of through lanes, intersection traffic controls, and intersection geometry based on a field survey of the study area. Regional access to the project site is provided by the I-215 Freeway. Local north-south circulation is provided by Little Mountain Drive, Miramonte Drive South, and Mount Vernon Avenue. Local east-west circulation is provided by 27th Street and Highland Avenue. B. Existing Traffic Volumes Existing peak hour traffic conditions are based upon morning peak period and evening peak period intersection turning movement counts provided by Fehr & Peers in May 2018 during typical weekday conditions. The morning peak period was counted between 7:00 AM and 9:00 AM and the evening peak period was counted between 4:00 PM and 6:00 PM. The actual peak hour within the peak period is the four consecutive 15-minute periods with the highest total volume when all movements are added together. Thus, the weekday evening peak hour at one intersection may be 4:45 PM to 5:45 PM if those four consecutive 15-minute periods have the highest combined volume. Intersection turning movement count worksheets are included in Appendix C. The Existing average daily traffic volumes were estimated using the following formula for each intersection leg: PM Peak Hour (Approach + Exit Volume) x 11.5 = Daily Leg Volume. The factor is estimated based on a comparison of the existing peak hour intersection turning movement counts with the 24-hour daily traffic volume data collected. This is a conservative estimate and may over-estimate the average daily traffic volumes. Figure 4 depicts the average daily traffic volumes for Existing traffic conditions. Figure 5 and Figure 6 show the morning peak hour and evening peak hour intersection turning movement volumes for Existing traffic conditions, respectively. C. Existing Intersection Level of Service The morning and evening peak hour Levels of Service for Existing traffic conditions have been calculated and are shown in Table 1. Existing Level of Service calculation worksheets are provided in Appendix D. The study intersections currently operate at Level of Service D or better during the peak hours for Existing traffic conditions (see Table 1). D. General Plan Context The City of San Bernardino General Plan Circulation Element is shown on Figure 7. Existing and future roadways are included in the Circulation Element of the General Plan and are 7 8 graphically depicted on Figure 7. This figure shows the nature and extent of arterial highways that are needed to adequately serve the ultimate development depicted by the Land Use Element of the General Plan. The City of San Bernardino General Plan roadway cross-sections are shown on Figure 8. 8 Table 1 L T R L T R L T R L T R 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0 0 0 0.5 0.5 1 0 0.5 0.5 1 1 0 25.0 - C : 0.762 23.0 - C : 0.687 2 I-215 Freeway NB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0.5 1.5 1 0 0 0 1 1 0 0 1 1 19.4 - B : 0.612 19.1 - B : 0.615 3 Mt. Vernon Avenue (NS) at: Highland Avenue (EW)TS 1 1 1 1 1.5 0.5 1 1.5 0.5 1 1.5 0.5 19.8 - B : 0.374 26.8 - C : 0.445 4 Little Mountain Drive (NS) at: Little Mountain Court (EW)CSS 1 2 0 0 1.5 0.5 1 0 1 0 0 0 18.1 - C : 0.001 18.4 - C : 0.001 5 Little Mountain Drive (NS) at: Miramonte Drive (EW)CSS 0 1.5 0.5 1 2 0 0 0 0 1 0 d 15.8 - C : 0.267 20.9 - C : 0.342 6 Little Mountain Drive (NS) at: 27th Street (EW)TS 1 0.5 0.5 1 1 1 1 0.5 0.5 0 <1> 0 28.4 - C : 0.792 30.1 - C : 0.811 1 2 Existing Intersection Delay, Levels of Service and Volume/Capacity Ratio Intersection Traffic Control2 Intersection Approach Lanes1 Morning Evening When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient width for right turning vehicles to travel outside the through lanes (de facto right turn lane). L = Left; T = Through; R = Right; <1> = Shared Left/Through/Right Lane; 0.5 = Shared Lane with 2 turning movements; d = De Facto Right Turn Lane TS = Traffic Signal; CSS = Cross Street Stop Peak Hour Delay - Level of Service : Volume/Capacity RatioNorthbound Southbound Eastbound Westbound 9 10 11 12 13 14 15 16 IV. PROPOSED PROJECT A. Project Description The site is currently vacant. The project is consist of constructing a 38,150 square foot government office building. The project site is proposed to provide a total of 328 on-site parking spaces. A stop-controlled right-in/right-out only access driveway is proposed to be provided on Little Mountain Drive that aligns with Miramonte Drive North as a future west leg of the study intersection (Intersection #5). Two full access driveway are proposed to be provided at the end of the cul-de-sac on Little Mountain Court, where the proposed project will have access to Little Mountain Drive (Intersection #4). B. Trip Generation The trips generated by the project are determined by multiplying an appropriate trip generation rate by the quantity of land use. Trip generation rates are predicated on the assumption that energy costs, the availability of roadway capacity, the availability of vehicles to drive, and life styles remain similar to what are known today. A major change in these variables may affect trip generation rates. Trip generation rates were determined for daily trips, morning peak hour inbound and outbound trips, and evening peak hour inbound and outbound trips for the proposed land use. By multiplying the trip generation rates by the land use quantity, the traffic volumes are determined. Table 2 shows the project trip generation based upon rates obtained from the Institute of Transportation Engineers, Trip Generation Manual, 10th Edition, 2017. As shown in Table 2, the proposed project is forecast to generate approximately 862 daily trips, 128 trips of which will occur during the morning peak hour and 65 trips of which will occur during the evening peak hour. C. Trip Distribution Figure 9 and Figure 10 shows the forecast directional outbound and inbound distributions of the project generated trips, respectively. The project trip distribution patterns are based on review of existing traffic data, surrounding land uses, and the local and regional roadway facilities in the project vicinity. D. Trip Assignment Based on the identified trip generation and distributions, project average daily traffic volumes have been calculated and shown on Figure 11. Morning and evening peak hour intersection turning movement volumes expected from the project are shown on Figure 12 and Figure 13, respectively. 16 Table 2 No.Land Use Code¹ Units² In% Out% Total In% Out% Total 1 Government Office Building ITE 730 TSF 75% 25%3.34 25% 75%1.71 22.59 No.Land Use In Out Total In Out Total A Government Office Building 38.150 TSF 96 32 128 16 49 65 862 ¹ ² Institute of Transportation Engineers (ITE), Trip Generation Manual, 10th Edition, 2017. TSF = Thousand Square Feet Trip Generation Project Morning Peak Afternoon Peak DailyQuantity² Project Trip Generation Trip Rates Project Morning Peak Afternoon Peak Daily 17 18 19 20 21 22 23 V. TRAFFIC FORECASTS A. Method of Projection The average daily traffic volume forecasts have been determined using the growth increment approach on the San Bernardino Transportation Analysis Model (SBTAM) Year 2012 and Year 2040 average daily traffic volume forecasts (see Appendix E). This difference defines the growth in traffic volumes over the 28 year period. The incremental growth in average daily traffic volume has been factored to reflect the forecast growth between Year 2018 and Year 2040. For this purpose, linear growth between the Year 2012 base condition and the forecast Year 2040 condition was assumed. Since the increment between Year 2018 and Year 2040 is 22 years of the 28 year time frame, a factor of 0.79 (i.e., 22/28) was used. The Year 2040 without project daily and peak hour directional roadway segment volume forecasts have been determined using the growth increment approach on the San Bernardino Transportation Analysis Model traffic model Year 2012 and Year 2040 peak hour volumes. The traffic model forecasting calculation worksheets are shown in Appendix E. Current peak hour intersection approach/departure data is a necessary input to this approach. The existing intersection turning movement volume data serves as both the starting point for the refinement process, and also provides important insight into current travel patterns and the relationship between peak hour and daily traffic conditions. The initial turning movement proportions are estimated based upon the relationship of each approach leg’s forecast traffic volume to the other legs forecast volumes at the intersection. The initial estimate of turning movement proportions is then entered into a spreadsheet program consistent with the National Cooperative Highway Research Program Report 255. A linear programming algorithm is used to calculate individual turning movements that match the known directional roadway segment volumes computed in the previous step. This program computes a likely set of intersection turning movements from intersection approach counts and the initial turning proportions from each approach leg. Project trips were then added to the Year 2040 San Bernardino Transportation Analysis Model volumes. Quality control checks and forecast adjustments were performed as necessary to ensure that all future traffic volume forecasts reflect a minimum of 10% growth over existing traffic volumes. The result of this traffic forecasting procedure is a series of traffic volumes suitable for traffic operations analysis. To account for ambient growth on roadways for Opening Year (2020) conditions, existing traffic volumes were increased by 3.0 percent (3.0%) per year over a two year period, which is a total of 6.0%. In addition, the City of San Bernardino staff provided a list of other developments in the study area. Table 3 shows the daily and peak hour vehicle trips generated by the surrounding other development in the study area. Those trips which are expected to travel through the study intersections were added to Opening Year (2020). 23 24 B. Traffic Volumes for Analysis 1. Existing Plus Project Traffic Volumes The traffic volumes for Existing Plus Project conditions have been derived by adding the project generated trips to existing traffic volumes. Existing Plus Project average daily traffic volumes are shown on Figure 14. Existing Plus Project morning and evening peak hour intersection turning movement volumes are shown on Figure 15 and Figure 16, respectively. 2. Opening Year (2020) Without Project Traffic Volumes Opening Year (2020) Without Project average daily traffic volumes are shown on Figure 17. Opening Year (2020) Without Project morning and evening peak hour intersection turning movement volumes are shown on Figure 18 and Figure 19, respectively. 3. Opening Year (2020) With Project Traffic Volumes To assess Opening Year (2020) With Project traffic conditions, the project generated trips are added to Opening Year (2020) Without Project traffic volumes. Opening Year (2020) With Project average daily traffic volumes are shown on Figure 20. Opening Year (2020) With Project morning and evening peak hour intersection turning movement volumes are shown on Figure 21 and Figure 22, respectively. 4. Buildout Year (2040) Without Project Traffic Volumes Buildout Year (2040) Without Project average daily traffic volumes are shown on Figure 23. Buildout Year (2040) Without Project morning and evening peak hour intersection turning movement volumes are shown on Figure 24 and Figure 25, respectively. 5. Buildout Year (2040) With Project Traffic Volumes To assess Buildout Year (2040) With Project traffic conditions, the project generated trips are added to Buildout Year (2040) Without Project traffic volumes. Buildout Year (2040) With Project average daily traffic volumes are shown on Figure 26. Buildout Year (2040) With Project morning and evening peak hour intersection turning movement volumes are shown on Figure 27 and Figure 28, respectively. 24 Table 3 (1 of 2) Other Development Trip Generation No.Land Use Code¹ Unit² In% Out% Total In% Out% Total 1 General Light Industrial ITE 110 TSF 88% 12% 0.700 13% 87% 0.630 4.960 2 78.6% Passenger Cars (PCE³ = 1.0) 78.60% 1.0 88% 12% 0.550 13% 87% 0.495 3.899 3 8.00% 2-Axle Trucks (PCE³ = 1.5) 8.00% 1.5 88% 12% 0.084 13% 87% 0.076 0.595 4 3.90% 3-Axle Trucks (PCE³ = 2.0) 3.90% 2.0 88% 12% 0.055 13% 87% 0.049 0.387 5 9.50% 4-Axle Trucks (PCE³ = 3.0) 9.50% 3.0 88% 12% 0.199 13% 87% 0.179 1.413 6 Single-Family Detached Housing ITE 210 DU 25% 75% 0.740 63% 37% 0.990 9.440 7 Animal Hospital/Veterinary Clinic ITE 640 TSF 67% 33% 3.640 40% 60% 3.530 21.500 8 Medical-Dental Office Building ITE 720 TSF 79% 21% 2.390 28% 72% 3.570 36.130 9 Shopping Center ITE 820 TSF 62% 38% 0.940 48% 52% 3.810 37.750 10 Automobile Sales (Used) ITE 841 TSF 76% 24% 2.130 47% 53% 3.750 27.060 11 Automobile Care Center ITE 942 TSF 66% 34% 2.250 48% 52% 3.110 20.000 12 Gasoline/Service Station w/ Market & Car Wash ITE 946 VFP 51% 49% 11.840 51% 49% 13.860 152.840 No.Land Use In Out Total In Out Total Gasoline/Service Station w/ Market & Car Wash 8 VFP 48 46 94 57 54 111 1,223 Pass-By Credit AM/PM 40%19 18 37 23 22 45 489 Subtotal 29 28 57 34 32 66 734 Gasoline/Service Station w/ Market & Car Wash 8 VFP 48 46 94 57 54 111 1,223 Pass-By Credit AM/PM 40%19 18 37 23 22 45 489 Subtotal 29 28 57 34 32 66 734 C Automobile Sales (Used) 25.874 TSF 42 13 55 46 51 97 700 D Animal Hospital/Veterinary Clinic 7.660 TSF 19 9 28 11 16 27 165 E Automated Car Wash 1 BAY 28 21 49 52 56 108 1,936 Gasoline/Service Station w/ Market & Car Wash 8 VFP 48 46 94 57 54 111 1,223 Pass-By Credit AM/PM 40%19 18 37 23 22 45 489 Subtotal 29 28 57 34 32 66 734 G Automated Car Wash 1 BAY 28 21 49 52 56 108 1,936 H Single-Family Detached Housing 29 DU 6 16 22 18 11 29 274 I Single-Family Detached Housing 29 DU 6 16 22 18 11 29 274 Shopping Center 30.000 TSF 17 11 28 55 59 114 1,133 Pass-By Credit PM 25%- - - 14 15 29 283 Subtotal 17 11 28 41 44 85 850 K Automobile Care Center 23.000 TSF 34 18 52 34 37 71 460 Quantity² A B F J Project Morning Peak Evening Peak Daily Trip Generation Trip Generation Rates Project Morning Peak Evening Peak Daily 25 Table 3 (2 of 2) Other Development Trip Generation No.Land Use In Out Total In Out TotalQuantity² Project Morning Peak Evening Peak Daily Trip Generation Gasoline/Service Station w/ Market & Car Wash 8 VFP 48 46 94 57 54 111 1,223 Pass-By Credit AM/PM 40%19 18 37 23 22 45 489 Subtotal 29 28 57 34 32 66 734 Gasoline/Service Station w/ Market & Car Wash 6 VFP 36 35 71 42 41 83 917 Pass-By Credit AM/PM 40%14 14 28 17 16 33 367 Subtotal 22 21 43 25 25 50 550 N Single-Family Detached Housing 6 DU 1 3 4 4 2 6 57 Shopping Center 5.164 TSF 3 2 5 9 10 19 195 Pass-By Credit PM 25%- - - 2 3 5 49 Subtotal 3 2 5 7 7 14 146 P Medical-Dental Office Building 16.552 TSF 31 8 39 17 43 60 598 Q General Light Industrial 18.668 TSF 11 2 13 2 10 12 93 78.6% Passenger Cars (PCE³ = 1.0) 18.668 1 9 1 10 1 8 9 73 8.00% 2-Axle Trucks (PCE³ = 1.5) 18.668 1.5 1 - 1 - 1 1 11 3.90% 3-Axle Trucks (PCE³ = 2.0) 18.668 2 1 - 1 - 1 1 7 9.50% 4-Axle Trucks (PCE³ = 3.0) 18.668 3 3 - 3 - 3 3 26 Subtotal \ #N/A 14 1 15 1 13 14 117 S Single-Family Detached Housing 9 DU 2 5 7 6 3 9 85 T Subtotal 15 DU 3 8 11 9 6 15 142 372 285 657 477 509 986 11,226 ¹ ² ³ 4 5 Overall Total Project Trips Institute of Transportation Engineers (ITE), Trip Generation Manual, 10th Edition, 2017. Source: BAY = Traffic Impact Analysis for Automated Carwash 15118 Lakewood Boulevard, Bellflower, CA prepared by VA Consulting, Inc. (November 2014). Passenger Car Equivalence (PCE) rate per San Bernardino Association of Governments (SANBAG) guidelines. Institute of Transportation Engineers, Trip Generation Handbook, 3rd Edition, 2017. TSF = Thousand Square Feet, DU = Dwelling Units, TPS = Truck Parking Spaces, VFP = Vehicle Fueling Positions. L M O 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 VI. TRAFFIC IMPACT ANALYSIS This section contains an evaluation of the project impact on the study area roadway facilities and identifies the improvements necessary to mitigate the project impact, if any. Level of Service calculation worksheets for the future scenarios presented in this section are contained in Appendix D. A. Existing Plus Project The Existing Plus Project Levels of Service for the study intersections are shown in Table 4. Table 4 shows the study intersection delay and Level of Service values at the study intersections with existing geometry. As shown in Table 4, the study intersections are projected to operate at Level of Service D or better during the peak hours for Existing Plus Project traffic conditions. As also shown in Table 4, the proposed project is forecast to result in no significant impacts at the study intersections for Existing Plus Project traffic conditions, except at the intersection of Little Mountain Drive and 27th Street. As also shown in Table 4, the proposed project is forecast to result in no significant impacts at the study intersections for Existing Plus Project traffic conditions, with the following recommended improvements: Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. B. Opening Year (2020) Without Project The Opening Year (2020) Without Project Levels of Service for the study intersections are shown in Table 5. Table 5 shows the study intersection delay and Level of Service values at the study intersections with existing geometry. As shown in Table 5, the study intersections are projected to operate at Level of Service D or better during the peak hours for Opening Year (2020) Without Project traffic conditions. C. Opening Year (2020) With Project The Opening Year (2020) With Project Levels of Service for the study intersections are shown in Table 6. Table 6 shows the study intersection delay and Level of Service values at the study intersections with existing geometry. As shown in Table 6, the study intersections are projected to operate at Level of Service D or better during the peak hours for Opening Year (2020) With Project traffic conditions. 42 43 As also shown in Table 6, the proposed project is forecast to result in no significant impacts at the study intersections for Opening Year (2020) With Project traffic conditions, except at the intersection of Little Mountain Drive and 27th Street. As also shown in Table 4, the proposed project is forecast to result in no significant impacts at the study intersections for Existing Plus Project traffic conditions, with the following recommended improvements: Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. D. Buildout Year (2040) Without Project The Buildout Year (2040) Without Project Levels of Service for the study intersections are shown in Table 7. Table 7 shows the study intersection delay and Level of Service values at the study intersections with existing geometry. As shown in Table 7, the study intersections are projected to operate at Level of Service D or better during the peak hours for Buildout Year (2040) Without Project traffic conditions), except at the following study intersections that are projected to operate at unacceptable Levels of Service during the peak hours: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1 Little Mountain Drive (NS) at: 27th Street (EW) – #6 E. Buildout Year (2040) With Project The Buildout Year (2040) With Project Levels of Service for the study intersections are shown in Table 8. Table 8 shows the study intersection delay and Level of Service values at the study intersections without and with improvements. As shown in Table 8, the study intersections are projected to operate at Level of Service D or better during the peak hours for Buildout Year (2040) With Project traffic conditions), except at the following study intersections that are projected to operate at unacceptable Levels of Service during the peak hours: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1 Little Mountain Drive (NS) at: 27th Street (EW) – #6 43 44 As also shown in Table 8, the proposed project is forecast to result in no significant impacts at the study intersections for Buildout Year (2040) With Project traffic conditions, with the following recommended improvements: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1  West of the I-215 Freeway SB ramps, restripe the eastbound approach to provide a 2nd through lane on Mount Vernon Avenue in place of the existing striped median. East of the I-215 Freeway SB ramps, restripe to provide a 2nd eastbound receiving lane on Mount Vernon Avenue in place of the striped median by extending the eastbound left turn lane for the I-215 Freeway NB on-ramp. Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. F. Traffic Signal Warrant Analysis The following unsignalized study intersection has been evaluated using the California Department of Transportation Warrant 3 Peak Hour traffic signal warrant analysis, as specified in the California Manual of Uniform Traffic Control Devices (2014 Update): Little Mountain Drive (NS) at: Miramonte Drive (EW) – #5 Traffic signal warrant worksheets are provided in Appendix F. The following unsignalized study intersection appears to currently satisfy the traffic signal warrant based on Existing traffic conditions: Little Mountain Drive (NS) at: Miramonte Drive (EW) – #5 However, a traffic signal is not recommended because the intersection of Little Mountain Road and Miramonte Drive (Intersection #5) is projected to operate at acceptable Level of Service D during the peak hours. The project driveway on Little Mountain Road is proposed to be restricted to a right-in/right-out only access and it is not projected to cause a project impact at Intersection #5. 44 Table 4 L T R L T R L T R L T R AM PM 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0 0 0 0.5 0.5 1 0 0.5 0.5 1 1 0 25.0 - C : 0.762 23.0 - C : 0.687 29.4 - C : 0.798 23.0 - C : 0.696 0.036 0.009 No 2 I-215 Freeway NB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0.5 1.5 1 0 0 0 1 1 0 0 1 1 19.4 - B : 0.612 19.1 - B : 0.615 19.6 - B : 0.633 19.4 - B : 0.636 0.021 0.021 No 3 Mt. Vernon Avenue (NS) at: Highland Avenue (EW)TS 1 1 1 1 1.5 0.5 1 1.5 0.5 1 1.5 0.5 19.8 - B : 0.374 26.8 - C : 0.445 19.8 - B : 0.404 27.1 - C : 0.459 0.030 0.014 No 4 Little Mountain Drive (NS) at: Little Mountain Court (EW)CSS 1 2 0 0 1.5 0.5 1 0 1 0 0 0 18.1 - C : 0.001 18.4 - C : 0.001 27.2 - D : 0.024 20.1 - C : 0.025 0.023 0.024 No 5 Little Mountain Drive (NS) at: Miramonte Drive (EW)3 CSS 0 1.5 0.5 1 1.5 0.5 0 0 1 1 0 d 15.8 - C : 0.267 20.9 - C : 0.342 18.0 - C : 0.305 23.6 - D : 0.379 0.038 0.037 No 6 Little Mountain Drive (NS) at: 27th Street (EW)TS 1 0.5 0.5 1 1 1 1 0.5 0.5 0 <1> 0 28.4 - C : 0.792 30.1 - C : 0.811 36.9 - D : 0.871 33.6 - C : 0.849 0.079 0.038 Yes - With Improvements4 TS 1 0.5 0.5 1 1 1 2 0.5 0.5 0 <1> 0 24.2 - C : 0.733 23.3 - C : 0.695 -0.059 -0.116 No 1 2 3 4 Existing Plus Project Intersection Delay, Levels of Service and Volume/Capacity Ratio Intersection Traffic Control2 Intersection Approach Lanes1 Project Change Project ImpactEvening Morning Evening When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient width for right turning vehicles to travel outside the through lanes (de facto right turn lane). L = Left; T = Through; R = Right; > = Right Turn Overlap; <1> = Shared Left/Through/Right Lane; 0.5 = Shared Lane with 2 turning movements; d = De Facto Right Turn Lane; BOLD = Improvement Restripe the eastbound approach to provide a second eastbound left turn lane on 27th Street in place of the existing striped median. Northbound Southbound Eastbound Westbound TS = Traffic Signal; CSS = Cross Street Stop Peak Hour Delay - Level of Service : Volume/Capacity Ratio Without Project With Project Morning The eastbound approach is right turns only because the project driveway is a limited access with right-in/right-only movements. 45 Table 5 L T R L T R L T R L T R 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0 0 0 0.5 0.5 1 0 0.5 0.5 1 1 0 31.8 - C : 0.821 25.3 - C : 0.753 2 I-215 Freeway NB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0.5 1.5 1 0 0 0 1 1 0 0 1 1 20.0 - B : 0.651 19.8 - B : 0.655 3 Mt. Vernon Avenue (NS) at: Highland Avenue (EW)TS 1 1 1 1 1.5 0.5 1 1.5 0.5 1 1.5 0.5 21.2 - C : 0.399 27.5 - C : 0.484 4 Little Mountain Drive (NS) at: Little Mountain Court (EW)CSS 1 2 0 0 1.5 0.5 1 0 1 0 0 0 19.2 - C : 0.001 19.6 - C : 0.001 5 Little Mountain Drive (NS) at: Miramonte Drive (EW)CSS 0 1.5 0.5 1 2 0 0 0 0 1 0 d 18.4 - C : 0.324 22.3 - C : 0.376 6 Little Mountain Drive (NS) at: 27th Street (EW)TS 1 0.5 0.5 1 1 1 1 0.5 0.5 0 <1> 0 32.5 - C : 0.853 36.4 - D : 0.868 1 2 Opening Year (2020) Without Project Intersection Delay, Levels of Service and Volume/Capacity Ratio Intersection Traffic Control2 Intersection Approach Lanes1 Morning Evening When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient width for right turning vehicles to travel outside the through lanes (de facto right turn lane). L = Left; T = Through; R = Right; > = Right Turn Overlap; <1> = Shared Left/Through/Right Lane; 0.5 = Shared Lane with 2 turning movements; d = De Facto Right Turn Lane; BOLD = Improvement TS = Traffic Signal; CSS = Cross Street Stop Peak Hour Delay - Level of Service : Volume/Capacity RatioNorthbound Southbound Eastbound Westbound 46 Table 6 L T R L T R L T R L T R AM PM 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0 0 0 0.5 0.5 1 0 0.5 0.5 1 1 0 31.8 - C : 0.821 25.3 - C : 0.753 37.9 - D : 0.846 25.8 - C : 0.764 0.025 0.011 No 2 I-215 Freeway NB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0.5 1.5 1 0 0 0 1 1 0 0 1 1 20.0 - B : 0.651 19.8 - B : 0.655 20.3 - C : 0.672 20.2 - C : 0.677 0.021 0.022 No 3 Mt. Vernon Avenue (NS) at: Highland Avenue (EW)TS 1 1 1 1 1.5 0.5 1 1.5 0.5 1 1.5 0.5 21.2 - C : 0.399 27.5 - C : 0.484 21.2 - C : 0.429 28.1 - C : 0.497 0.030 0.013 No 4 Little Mountain Drive (NS) at: Little Mountain Court (EW)CSS 1 2 0 0 1.5 0.5 1 0 1 0 0 0 19.2 - C : 0.001 19.6 - C : 0.001 29.4 - D : 0.026 21.6 - C : 0.027 0.025 0.026 No 5 Little Mountain Drive (NS) at: Miramonte Drive (EW)3 CSS 0 1.5 0.5 1 1.5 0.5 0 0 1 1 0 d 18.4 - C : 0.324 22.3 - C : 0.376 20.5 - C : 0.357 25.1 - D : 0.412 0.033 0.036 No 6 Little Mountain Drive (NS) at: 27th Street (EW)TS 1 0.5 0.5 1 1 1 1 0.5 0.5 0 <1> 0 32.5 - C : 0.853 36.4 - D : 0.868 44.7 - D : 0.924 40.4 - D : 0.884 0.071 0.016 Yes - With Improvements4 TS 1 0.5 0.5 1 1 1 2 0.5 0.5 0 <1> 0 26.3 - C : 0.774 24.6 - C : 0.737 -0.079 -0.131 No 1 2 3 4 When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient width for right turning vehicles to travel outside the through lanes (de facto right turn lane). L = Left; T = Through; R = Right; > = Right Turn Overlap; <1> = Shared Left/Through/Right Lane; 0.5 = Shared Lane with 2 turning movements; d = De Facto Right Turn Lane; BOLD = Improvement TS = Traffic Signal; CSS = Cross Street Stop Restripe the eastbound approach to provide a second eastbound left turn lane on 27th Street in place of the existing striped median. Northbound Southbound Eastbound Westbound Without Project With Project The eastbound approach is right turns only because the project driveway is a limited access with right-in/right-only movements. Opening Year (2020) With Project Intersection Delay, Levels of Service and Volume/Capacity Ratio Intersection Traffic Control2 Intersection Approach Lanes1 Peak Hour Delay - Level of Service : Volume/Capacity Ratio Project Change Project ImpactMorning Evening Morning Evening 47 Table 7 L T R L T R L T R L T R 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0 0 0 0.5 0.5 1 0 0.5 0.5 1 1 0 58.6 - E : 0.950 65.5 - E : 0.960 2 I-215 Freeway NB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0.5 1.5 1 0 0 0 1 1 0 0 1 1 20.9 - C : 0.696 21.3 - C : 0.739 3 Mt. Vernon Avenue (NS) at: Highland Avenue (EW)TS 1 1 1 1 1.5 0.5 1 1.5 0.5 1 1.5 0.5 21.4 - C : 0.402 28.0 - C : 0.482 4 Little Mountain Drive (NS) at: Little Mountain Court (EW)CSS 1 2 0 0 1.5 0.5 1 0 1 0 0 0 19.9 - C : 0.001 19.8 - C : 0.001 5 Little Mountain Drive (NS) at: Miramonte Drive (EW)CSS 0 1.5 0.5 1 2 0 0 0 0 1 0 d 18.7 - C : 0.315 23.6 - C : 0.373 6 Little Mountain Drive (NS) at: 27th Street (EW)TS 1 0.5 0.5 1 1 1 1 0.5 0.5 0 <1> 0 39.8 - D : 0.920 55.6 - E : 0.968 1 2 Buildout Year (2040) Without Project Intersection Delay, Levels of Service and Volume/Capacity Ratio Intersection Traffic Control2 Intersection Approach Lanes1 Morning Evening When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient width for right turning vehicles to travel outside the through lanes (de facto right turn lane). L = Left; T = Through; R = Right; <1> = Shared Left/Through/Right Lane; 0.5 = Shared Lane with 2 turning movements; d = De Facto Right Turn Lane; BOLD = Improvement TS = Traffic Signal; CSS = Cross Street Stop Peak Hour Delay - Level of Service : Volume/Capacity RatioNorthbound Southbound Eastbound Westbound 48 Table 8 L T R L T R L T R L T R AM PM 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0 0 0 0.5 0.5 1 0 0.5 0.5 1 1 0 81.5 - F : 1.030 68.7 - E : 0.966 89.8 - F : 1.060 69.7 - E : 0.980 0.030 0.014 Yes - With Improvements3 TS 0 0 0 0.5 0.5 1 0 1.5 0.5 1 1 0 33.3 - C : 0.842 24.5 - C : 0.773 -0.188 -0.193 No 2 I-215 Freeway NB Ramps (NS) at: Mt. Vernon Avenue (EW)TS 0.5 1.5 1 0 0 0 1 1 0 0 1 1 23.0 - C : 0.758 21.9 - C : 0.762 23.1 - C : 0.772 23.3 - C : 0.782 0.014 0.020 No 3 Mt. Vernon Avenue (NS) at: Highland Avenue (EW)TS 1 1 1 1 1.5 0.5 1 1.5 0.5 1 1.5 0.5 21.4 - C : 0.402 28.2 - C : 0.512 21.4 - C : 0.432 28.8 - C : 0.532 0.030 0.020 No 4 Little Mountain Drive (NS) at: Little Mountain Court (EW)CSS 1 2 0 0 1.5 0.5 1 0 1 0 0 0 24.5 - C : 0.001 24.7 - C : 0.001 34.1 - D : 0.031 28.0 - C : 0.037 0.030 0.036 No 5 Little Mountain Drive (NS) at: Miramonte Drive (EW)4 CSS 0 1.5 0.5 1 1.5 0.5 0 0 1 1 0 d 22.0 - C : 0.386 32.0 - D : 0.499 34.6 - D : 0.423 33.4 - D : 0.512 0.037 0.013 No 6 Little Mountain Drive (NS) at: 27th Street (EW)TS 1 0.5 0.5 1 1 1 1 0.5 0.5 0 <1> 0 55.1 - E : 0.989 62.7 - E : 0.997 70.8 - E : 1.025 72.4 - E : 1.018 0.036 0.021 Yes - With Improvements5 TS 1 0.5 0.5 1 1 1 2 0.5 0.5 0 <1> 0 39.1 - D : 0.904 32.2 - C : 0.861 -0.085 -0.136 No 1 2 3 4 5 Buildout Year (2040) With Project Intersection Delay, Levels of Service and Volume/Capacity Ratio Intersection Traffic Control2 Intersection Approach Lanes1 Peak Hour Delay - Level of Service : Volume/Capacity Ratio Project Change Project ImpactMorning Evening Morning Evening Northbound Southbound Eastbound Westbound Without Project With Project Restripe the eastbound approach to provide a second eastbound left turn lane on 27th Street in place of the existing striped median. The eastbound approach is right turns only because the project driveway is a limited access with right-in/right-only movements. When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane, there must be sufficient width for right turning vehicles to travel outside the through lanes (de facto right turn lane). L = Left; T = Through; R = Right; > = Right Turn Overlap; <1> = Shared Left/Through/Right Lane; 0.5 = Shared Lane with 2 turning movements; d = De Facto Right Turn Lane; BOLD = Improvement TS = Traffic Signal; CSS = Cross Street Stop West of the I-215 Southbound ramps, restripe the eastbound approach to provide a second through lane on Mount Vernon Avenue in place of the existing striped median. East of the I-215 Southbound ramp, restripe to provide a second eastbound receiving lane on Mount Vernon Avenue in place of the striped median by extending the eastbound left turn lane for the I-215 Northbound on-ramp. 49 50 VII. MITIGATION MEASURES A. Required Improvements and Costs Improvements that will eliminate all anticipated roadway operational deficiencies throughout the study area have been identified for Buildout Year (2040) traffic conditions. The improvements were determined through the operations analysis of Section VI. The approximate costs for the Buildout Year (2040) improvements have generally been estimated using cost guidelines in the Congestion Management Program Handbook (see Appendix G). A unit cost of $400,000 for installation of a traffic signal has been substituted for the somewhat lower value cited in the Congestion Management Program materials. The intersection of Little Mountain Road and Miramonte Drive (Intersection #5) appears to currently satisfy the traffic signal warrant for Existing traffic conditions. However, a traffic signal is not recommended because the intersection of Little Mountain Road and Miramonte Drive (Intersection #5) is projected to operate at acceptable Level of Service D during the peak hours. The project driveway on Little Mountain Road is proposed to be restricted to a right-in/right-out only access and it is not projected to cause a project impact at Intersection #5. Based on the analysis, the following improvements are recommended: I-215 Freeway SB Ramps (NS) at: Mount Vernon Avenue (EW) – #1  West of the I-215 Freeway SB ramps, restripe the eastbound approach to provide a 2nd through lane on Mount Vernon Avenue in place of the existing striped median. East of the I-215 Freeway SB ramps, restripe to provide a 2nd eastbound receiving lane on Mount Vernon Avenue in place of the striped median by extending the eastbound left turn lane for the I-215 Freeway NB on-ramp. Little Mountain Drive (NS) at: 27th Street (EW) – #6  Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median. The needed intersection improvements and resulting costs are summarized in Table 9 for the study intersections. The total cost of needed and unfunded intersection improvements for the existing roadway network is $75,000. B. Project Fair Share/Development Impact Fees The project fair share contributions have also been calculated for Buildout Year (2040) improvement locations. The project share of cost have been based on the proportion of project peak hour traffic volumes contributed to the improvement location relative to the total new peak hour Buildout Year (2040) traffic volumes. 50 51 Table 10 presents a summary of improvement cost and project cost shares at the Buildout Year (2040) intersection improvement locations. The intersection fair share cost calculations are typically based on the higher of the morning and evening peak hour traffic volumes. As shown in Table 10, the project’s fair share of identified intersection costs is $11,767. The dollar figures are rough order of magnitude estimates only. They are intended only for the discussion purposes of this traffic impact analysis, and do not imply any legal responsibility or formula for contributions or mitigation. As mitigation for the potential traffic impacts, the proposed project shall contribute through an adopted traffic impact fee program in addition to any fair share contributions shown within the traffic study which is not covered within this fee program. C. On-Site/Access Recommendations Site-specific circulation and access recommendations are depicted on Figure 29. The Project Driveway on Little Mountain Drive will be restricted to a stop-controlled right- in/right-out only access (Intersection #5). The two Project Driveways on Little Mountain Court will be stop-controlled full access. Little Mountain Drive along the project boundary should be constructed at the ultimate half- section width, including landscaping and parkway improvements in conjunction with development, or as otherwise approved by the City of San Bernardino Public Works Department. 27th Street along the project boundary should be constructed at the ultimate half-section width, including landscaping and parkway improvements in conjunction with development, or as otherwise approved by the City of San Bernardino Public Works Department. Little Mountain Court along the project boundary should be constructed at the ultimate half- section width, including landscaping and parkway improvements in conjunction with development, or as otherwise approved by the City of San Bernardino Public Works Department. The proposed project driveways should be constructed in conformance with City of San Bernardino standards, including provisions for sight distance requirements and truck turning radii, or as otherwise approved by the City of San Bernardino Public Works Department. All on-site and site-adjacent improvements, including traffic signing/striping and project driveways, should be constructed as approved by the City of San Bernardino Public Works Department. On-site parking should be provided to the satisfaction of City of San Bernardino Planning Department. 51 52 As is the case for any roadway design, the City of San Bernardino should periodically review traffic operations in the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. D. Project Driveway Sight Distance Analysis The proposed project driveway exits onto Little Mountain Drive where it has a level grade in the direction of travel. Based on the Highway Design Manual, the minimum corner sight distance standard is 495 feet for a driveway on a roadway with a design speed of 45 mile per hour (mph). Based on the American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets (AASHTO Green Book, 6th Edition, 2011), the stopping sight distance is 360 feet on a 45 mph roadway with a level grade (AASHOTO Table 3-1). Appendix H includes the Highway Design Manual and AASHTO sight distance standards. Figure 30 shows the sight distance analysis for the project driveway at Little Mountain Drive. As shown on Figure 30, the project driveway has adequate sight distances when the yellow highlighted triangular areas are clear of visual obstructions that are more than 2 feet tall. 52 Table 9 Improvements Funding Cost 1 I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW) Provide a 2nd eastbound through lane. West of the I-215 Freeway SB ramps, restripe the eastbound approach to provide a 2nd through lane on Mount Vernon Avenue in place of the existing striped median. East of the I-215 Freeway SB ramp, restripe to provide a 2nd eastbound receiving lane on Mount Vernon Avenue in place of the striped median by extending the eastbound left turn lane for the I-215 Freeway NB on-ramp. Fair Share 50,000$ 6 Little Mountain Drive (NS) at: 27th Street (EW) Provide a 2nd eastbound left turn lane. Restripe the eastbound approach to provide a 2nd eastbound left turn lane on 27th Street in place of the existing striped median.Fair Share 25,000$ 75,000$ Summary of Intersection Improvements and Costs Intersection Overall Total Cost 53 Table 10 Total Cost Peak Hour Existing Buildout Year (2040) With Project Project Total New Project Fair Share Cost 1 Morning 1,293 1,976 79 683 11.6% Evening 1,234 2,017 40 783 5.1% 6 Morning 1,256 1,749 118 493 23.9% Evening 1,339 1,888 61 549 11.1% 75,000$ 11,767$ Little Mountain Drive (NS) at: 27th Street (EW)25,000$ 5,984$ Overall Total Cost Project Fair Share Project Fair Share Intersection Traffic Contribution Intersection Turning Movement Volumes Intersection Project % of New I-215 Freeway SB Ramps (NS) at: Mt. Vernon Avenue (EW)50,000$ 5,783$ 54 55 56 APPENDICES Appendix A – Glossary of Transportation Terms Appendix B – Traffic Study Scoping Agreement Appendix C – Intersection Turning Movement Count Worksheets Appendix D – Explanation and Calculation of Intersection Delay Appendix E – Traffic Model Forecasting Worksheets Appendix F – Traffic Signal Warrant Analysis Worksheets Appendix G – Preliminary Construction Cost Estimates for Congestion Management Program Appendix H – Sight Distance Standards APPENDIX A Glossary of Transportation Terms Apx - 1 GLOSSARY OF TRANSPORTATION TERMS COMMON ABBREVIATIONS AC: Acres ADT: Average Daily Traffic Caltrans: California Department of Transportation DU: Dwelling Unit ICU: Intersection Capacity Utilization LOS: Level of Service TSF: Thousand Square Feet V/C: Volume/Capacity VMT: Vehicle Miles Traveled TERMS AVERAGE DAILY TRAFFIC: The total volume during a year divided by the number of days in a year. Usually only weekdays are included. BANDWIDTH: The number of seconds of green time available for through traffic in a signal progression. BOTTLENECK: A constriction along a travelway that limits the amount of traffic that can proceed downstream from its location. CAPACITY: The maximum number of vehicles that can be reasonably expected to pass over a given section of a lane or a roadway in a given time period. CHANNELIZATION: The separation or regulation of conflicting traffic movements into definite paths of travel by the use of pavement markings, raised islands, or other suitable means to facilitate the safe and orderly movements of both vehicles and pedestrians. CLEARANCE INTERVAL: Nearly same as yellow time. If there is an all red interval after the end of a yellow, then that is also added into the clearance interval. CORDON: An imaginary line around an area across which vehicles, persons, or other items are counted (in and out). CYCLE LENGTH: The time period in seconds required for one complete signal cycle. CUL-DE-SAC STREET: A local street open at one end only, and with special provisions for turning around. Apx - 2 DAILY CAPACITY: The daily volume of traffic that will result in a volume during the peak hour equal to the capacity of the roadway. DELAY: The time consumed while traffic is impeded in its movement by some element over which it has no control, usually expressed in seconds per vehicle. DEMAND RESPONSIVE SIGNAL: Same as traffic-actuated signal. DENSITY: The number of vehicles occupying in a unit length of the through traffic lanes of a roadway at any given instant. Usually expressed in vehicles per mile. DETECTOR: A device that responds to a physical stimulus and transmits a resulting impulse to the signal controller. DESIGN SPEED: A speed selected for purposes of design. Features of a highway, such as curvature, superelevation, and sight distance (upon which the safe operation of vehicles is dependent) are correlated to design speed. DIRECTIONAL SPLIT: The percent of traffic in the peak direction at any point in time. DIVERSION: The rerouting of peak hour traffic to avoid congestion. FORCED FLOW: Opposite of free flow. FREE FLOW: Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded by other traffic. GAP: Time or distance between successive vehicles in a traffic stream, rear bumper to front bumper. HEADWAY: Time or distance spacing between successive vehicles in a traffic stream, front bumper to front bumper. INTERCONNECTED SIGNAL SYSTEM: A number of intersections that are connected to achieve signal progression. LEVEL OF SERVICE: A qualitative measure of a number of factors, which include speed and travel time, traffic interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating costs. LOOP DETECTOR: A vehicle detector consisting of a loop of wire embedded in the roadway, energized by alternating current and producing an output circuit closure when passed over by a vehicle. Apx - 3 MINIMUM ACCEPTABLE GAP: Smallest time headway between successive vehicles in a traffic stream into which another vehicle is willing and able to cross or merge. MULTI-MODAL: More than one mode; such as automobile, bus transit, rail rapid transit, and bicycle transportation modes. OFFSET: The time interval in seconds between the beginning of green at one intersection and the beginning of green at an adjacent intersection. PLATOON: A closely grouped component of traffic that is composed of several vehicles moving, or standing ready to move, with clear spaces ahead and behind. ORIGIN-DESTINATION SURVEY: A survey to determine the point of origin and the point of destination for a given vehicle trip. PASSENGER CAR EQUIVALENTS (PCE): One car is one Passenger Car Equivalent. A truck is equal to 2 or 3 Passenger Car Equivalents in that a truck requires longer to start, goes slower, and accelerates slower. Loaded trucks have a higher Passenger Car Equivalent than empty trucks. PEAK HOUR: The 60 consecutive minutes with the highest number of vehicles. PRETIMED SIGNAL: A type of traffic signal that directs traffic to stop and go on a predetermined time schedule without regard to traffic conditions. Also, fixed time signal. PROGRESSION: A term used to describe the progressive movement of traffic through several signalized intersections. SCREEN-LINE: An imaginary line or physical feature across which all trips are counted, normally to verify the validity of mathematical traffic models. SIGNAL CYCLE: The time period in seconds required for one complete sequence of signal indications. SIGNAL PHASE: The part of the signal cycle allocated to one or more traffic movements. STARTING DELAY: The delay experienced in initiating the movement of queued traffic from a stop to an average running speed through a signalized intersection. TRAFFIC-ACTUATED SIGNAL: A type of traffic signal that directs traffic to stop and go in accordance with the demands of traffic, as registered by the actuation of detectors. TRIP: The movement of a person or vehicle from one location (origin) to another (destination). For example, from home to store to home is two trips, not one. Apx - 4 TRIP-END: One end of a trip at either the origin or destination (i.e., each trip has two trip-ends). A trip-end occurs when a person, object, or message is transferred to or from a vehicle. TRIP GENERATION RATE: The quantity of trips produced and/or attracted by a specific land use stated in terms of units such as per dwelling, per acre, and per 1,000 square feet of floor space. TRUCK: A vehicle having dual tires on one or more axles, or having more than two axles. UNBALANCED FLOW: Heavier traffic flow in one direction than the other. On a daily basis, most facilities have balanced flow. During the peak hours, flow is seldom balanced in an urban area. VEHICLE MILES OF TRAVEL: A measure of the amount of usage of a section of highway, obtained by multiplying the average daily traffic by length of facility in miles. Apx - 5 APPENDIX B Traffic Study Scoping Agreement Apx - 6 APPENDIX C Intersection Turning Movement Count Worksheets Apx - 7 APPENDIX D Explanation and Calculation of Intersection Delay Apx - 8 EXPLANATION AND CALCULATION OF INTERSECTION LEVEL OF SERVICE USING DELAY METHODOLOGY The levels of service at the unsignalized and signalized intersections are calculated using the delay methodology in the Highway Capacity Manual. This methodology views an intersection as consisting of several lane groups. A lane group is a set of lanes serving a movement. If there are two northbound left turn lanes, then the lane group serving the northbound left turn movement has two lanes. Similarly, there may be three lanes in the lane group serving the northbound through movement, one lane in the lane group serving the northbound right turn movement, and so forth. It is also possible for one lane to serve two lane groups. A shared lane might result in there being 1.5 lanes in the northbound left turn lane group and 2.5 lanes in the northbound through lane group. For each lane group, there is a capacity. That capacity is calculated by multiplying the number of lanes in the lane group times a theoretical maximum lane capacity per lane time’s 12 adjustment factors. Each of the 12 adjustment factors has a value of approximately 1.00. A value less than 1.00 is generally assigned when a less than desirable condition occurs. The 12 adjustment factors are as follows: 1. Peak hour factor (to account for peaking within the peak hour) 2. Lane utilization factor (to account for not all lanes loading equally) 3. Lane width 4. Percent of heavy trucks 5. Approach grade 6. Parking 7. Bus stops at intersections 8. Area type (CBD or other) 9. Right turns 10. Left turns 11. Pedestrian activity 12. Signal progression The maximum theoretical lane capacity and the 12 adjustment factors for it are all unknowns for which approximate estimates have been recommended in the Highway Capacity Manual. For the most part, the recommended values are not based on statistical analysis but rather on educated estimates. However, it is possible to use the delay methodology and get reasonable results as will be discussed below. Apx - 9 Once the lane group volume is known and the lane group capacity is known, a volume to capacity ratio can be calculated for the lane group. With a volume to capacity ratio calculated, average delay per vehicle in a lane group can be estimated. The average delay per vehicle in a lane group is calculated using a complex formula provided by the Highway Capacity Manual, which can be simplified and described as follows: Delay per vehicle in a lane group is a function of the following: 1. Cycle length 2. Amount of red time faced by a lane group 3. Amount of yellow time for that lane group 4. The volume to capacity ratio of the lane group The average delay per vehicle for each lane group is calculated, and eventually an overall average delay for all vehicles entering the intersection is calculated. This average delay per vehicle is then used to judge Level of Service. The Level of Services are defined in the table that follows this discussion. Experience has shown that when a maximum lane capacity of 1,900 vehicles per hour is used (as recommended in the Highway Capacity Manual), little or no yellow time penalty is used, and none of the 12 penalty factors are applied, calculated delay is realistic. The delay calculation for instance assumes that yellow time is totally unused. Yet experience shows that most of the yellow time is used. An idiosyncrasy of the delay methodology is that it is possible to add traffic to an intersection and reduce the average total delay per vehicle. If the average total delay is 30 seconds per vehicle for all vehicles traveling through an intersection, and traffic is added to a movement that has an average total delay of 15 seconds per vehicle, then the overall average total delay is reduced. The delay calculation for a lane group is based on a concept that the delay is a function of the amount of unused capacity available. As the volume approaches capacity and there is no more unused capacity available, then the delay rapidly increases. Delay is not proportional to volume, but rather increases rapidly as the unused capacity approaches zero. Because delay is not linearly related to volumes, the delay does not reflect how close an intersection is to overloading. If an intersection is operating at Level of Service C and has an average total delay of 18 seconds per vehicle, you know very little as to what percent the traffic can increase before Level of Service E is reached. Apx - 10 LEVEL OF SERVICE DESCRIPTION1 Level of Service Description Average Total Delay per Vehicle (Seconds) Signalized Unsignalized A Level of Service A occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. 0 to 10.00 0 to 10.00 B Level of Service B generally occurs with good progression and/or short cycle lengths. More vehicles stop than for Level of Service A, causing higher levels of average total delay. 10.01 to 20.00 10.01 to 15.00 C Level of Service C generally results when there is fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear in this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. 20.01 to 35.00 15.01 to 25.00 D Level of Service D generally results in noticeable congestion. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. 35.01 to 55.00 25.01 to 35.00 E Level of Service E is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high volume to capacity ratios. Individual cycle failures are frequent occurrences. 55.01 to 80.00 35.01 to 50.00 F Level of Service F is considered to be unacceptable to most drivers. This condition often occurs with oversaturation, i.e., when arrival flow rates exceed the capacity of the intersection. It may also occur at high volume to capacity ratios below 1.00 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. 80.01 and up 50.01 and up 1 Source: Highway Capacity Manual Special Report 209, Transportation Research Board, National Research Council, Washington, D.C., 2010. Apx - 11 Existing Apx - 12 Intersection Analysis Summary 9/27/2018Report File: G:\...\AM E.pdf Scenario 1 ExistingVistro File: \...\AM E.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C28.40.792WB ThruHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C15.80.267WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C18.10.000EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 B19.80.374EB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 B19.40.612EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C25.00.762SB RightHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 13 0.762Volume to Capacity (v/c): CLevel Of Service: 25.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0287474315260090248000Total Analysis Volume [veh/h] 0721187965023112000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 0251415276228079242000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0251415276228079242000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 14 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0492202700110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 15 20.06276.78342.9069.1533.7595th-Percentile Queue Length [ft/ln] 0.8011.0713.722.771.3595th-Percentile Queue Length [veh/ln] 11.15169.90221.0038.4218.7550th-Percentile Queue Length [ft/ln] 0.456.808.841.540.7550th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ACCCCLane Group LOS 2.5028.6431.9532.1026.05d, Delay for Lane Group [s/veh] 0.220.920.940.460.23X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.088.2613.787.742.44d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.120.230.500.50k, delay calibration 2.4220.3818.1724.3623.61d1, Uniform Delay [s] 1332514613194218c, Capacity [veh/h] 18001714164115301718s, saturation flow rate [veh/h] 0.160.280.350.060.03(v / s)_i Volume / Saturation Flow Rate 0.740.300.370.130.13g / C, Green / Cycle 44182288g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6060606060C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 16 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 26.05 26.05 32.10 0.00 31.95 31.95 28.64 2.50 0.00 Movement LOS C C C C C C A d_A, Approach Delay [s/veh]0.00 29.94 31.95 18.78 Approach LOS A C C B d_I, Intersection Delay [s/veh]24.97 Intersection LOS C Intersection V/C 0.762 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.761 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 233 767 1500 d_b, Bicycle Delay [s]30.00 23.41 11.41 1.88 I_b,int, Bicycle LOS Score for Intersection 4.132 1.791 2.508 2.815 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 17 0.612Volume to Capacity (v/c): BLevel Of Service: 19.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 187580026440000163632Total Analysis Volume [veh/h] 518900661000041161Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.87340.87340.95000.95000.87340.87340.95000.95000.95000.87340.87340.8734Peak Hour Factor 166620023135000142552Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 166620023135000142552Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 18 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0370049120000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 19 4.99372.1155.2326.3987.9314.5015.7695th-Percentile Queue Length [ft/ln] 0.2014.882.211.063.520.580.6395th-Percentile Queue Length [veh/ln] 2.77244.0230.6914.6648.858.068.7650th-Percentile Queue Length [ft/ln] 0.119.761.230.591.950.320.3550th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACBBBLane Group LOS 8.9323.926.2129.7519.8316.0616.04d, Delay for Lane Group [s/veh] 0.030.920.250.390.380.070.07X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.018.700.122.482.500.280.26d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.220.110.110.500.500.50k, delay calibration 8.9115.216.0927.2717.3315.7815.78d1, Uniform Delay [s] 7028261052101432463507c, Capacity [veh/h] 1530180018001714153016381795s, saturation flow rate [veh/h] 0.010.420.150.020.110.020.02(v / s)_i Volume / Saturation Flow Rate 0.460.460.580.060.280.280.28g / C, Green / Cycle 2828353171717g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 20 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]16.04 16.05 19.83 0.00 0.00 0.00 29.75 6.21 0.00 0.00 23.92 8.93 Movement LOS B B B C A C A d_A, Approach Delay [s/veh]18.75 0.00 9.31 23.57 Approach LOS B A A C d_I, Intersection Delay [s/veh]19.42 Intersection LOS B Intersection V/C 0.612 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.751 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 1100 d_b, Bicycle Delay [s]23.41 30.00 1.88 6.08 I_b,int, Bicycle LOS Score for Intersection 1.748 4.132 2.061 2.840 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 21 0.374Volume to Capacity (v/c): BLevel Of Service: 19.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 7439854492621531719569617174Total Analysis Volume [veh/h] 1810014126638432417151818Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.9770Peak Hour Factor 7238953482561491679367606972Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7238953482561491679367606972Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 22 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 011120424301100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 23 138.27143.0334.3475.2077.99100.6851.3126.0222.5416.7519.1527.9295th-Percentile Queue Length [ft/ln] 5.535.721.373.013.124.032.051.040.900.670.771.1295th-Percentile Queue Length [veh/ln] 76.8179.4619.0841.7843.3355.9328.5114.4612.529.3110.6415.5150th-Percentile Queue Length [ft/ln] 3.073.180.761.671.732.241.140.580.500.370.430.6250th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCCCCCAABAABLane Group LOS 26.9626.5929.2520.3720.2931.459.088.1210.107.987.9512.09d, Delay for Lane Group [s/veh] 0.750.740.440.390.390.760.220.110.100.080.080.13X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 3.633.292.470.650.605.740.670.230.270.200.170.47d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 23.3323.2926.7819.7219.6925.718.417.899.837.787.7811.63d1, Uniform Delay [s] 309326123387409202768903718768903571c, Capacity [veh/h] 170418001714170318001714153018001350153018001131s, saturation flow rate [veh/h] 0.140.130.030.090.090.090.110.050.050.040.040.07(v / s)_i Volume / Saturation Flow Rate 0.180.180.070.230.230.120.500.500.500.500.500.50g / C, Green / Cycle 1111414147303030303030g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 606060606060606060606060C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 24 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]12.09 7.95 7.98 10.10 8.12 9.08 31.45 20.32 20.37 29.25 26.73 26.96 Movement LOS B A A B A A C C C C C C d_A, Approach Delay [s/veh]9.45 9.02 24.00 27.02 Approach LOS A A C C d_I, Intersection Delay [s/veh]19.80 Intersection LOS B Intersection V/C 0.374 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]20.01 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.369 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 233 1267 233 d_b, Bicycle Delay [s]23.41 23.41 4.03 23.41 I_b,int, Bicycle LOS Score for Intersection 1.900 1.836 1.942 1.994 Bicycle LOS A A A A ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 25 0.000Volume to Capacity (v/c): CLevel Of Service: 18.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 10170142210Total Analysis Volume [veh/h] 00017510500Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.80600.80600.80600.80600.80600.80600.9500Peak Hour Factor 10156534010Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 0000000Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10156534010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 26 CIntersection LOS 0.02d_I, Intersection Delay [s/veh] BAAApproach LOS 10.540.000.02d_A, Approach Delay [s/veh] 0.120.000.000.000.000.080.0895th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln] BCAAAABMovement LOS 10.5418.060.000.000.008.9813.95d_M, Delay for Movement [s/veh] 0.000.000.000.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 27 0.267Volume to Capacity (v/c): CLevel Of Service: 15.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00181.00100.00100.00Pocket Length [ft] 000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 9121655263379Total Analysis Volume [veh/h] 23016411695Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.86070.86070.86070.86070.86070.8607Peak Hour Factor 8104564254326Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8104564254326Base Volume Input [veh/h] Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 28 CIntersection LOS 1.64d_I, Intersection Delay [s/veh] CAAApproach LOS 15.390.020.00d_A, Approach Delay [s/veh] 0.8726.660.000.130.000.0095th-Percentile Queue Length [ft/ln] 0.031.070.000.010.000.0095th-Percentile Queue Length [veh/ln] ACAAAAMovement LOS 9.6215.820.008.200.000.00d_M, Delay for Movement [s/veh] 0.010.270.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 29 0.792Volume to Capacity (v/c): CLevel Of Service: 28.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 5878112751355659466172138Total Analysis Volume [veh/h] 151937138916512152510Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 5269102445316586415461934Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5269102445316586415461934Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 30 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01300362303900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 31 123.7535.56269.33401.6415.9123.9010.7816.4395th-Percentile Queue Length [ft/ln] 4.951.4210.7716.070.640.960.430.6695th-Percentile Queue Length [veh/ln] 68.7519.76164.24267.528.8413.285.999.1350th-Percentile Queue Length [ft/ln] 2.750.796.5710.700.350.530.240.3750th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDCABABLane Group LOS 35.4014.4035.0429.519.8911.589.7611.52d, Delay for Lane Group [s/veh] 0.630.120.890.870.050.080.030.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.810.087.0712.770.110.220.070.14d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 32.5914.3327.9716.749.7811.369.6911.38d1, Uniform Delay [s] 233674398760894745856728c, Capacity [veh/h] 16231696171415301800140417241381s, saturation flow rate [veh/h] 0.090.050.210.430.030.040.020.03(v / s)_i Volume / Saturation Flow Rate 0.110.400.230.500.500.500.500.50g / C, Green / Cycle 830173737373737g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 32 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]11.52 9.76 9.76 11.58 9.89 29.51 35.04 14.40 14.40 35.40 35.40 35.40 Movement LOS B A A B A C D B B D D D d_A, Approach Delay [s/veh]10.77 26.91 31.32 35.40 Approach LOS B C C D d_I, Intersection Delay [s/veh]28.39 Intersection LOS C Intersection V/C 0.792 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.986 0.000 2.519 1.900 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 240 d_b, Bicycle Delay [s]10.67 10.67 12.33 29.04 I_b,int, Bicycle LOS Score for Intersection 1.669 2.824 2.274 1.802 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 33 Intersection Analysis Summary 9/27/2018Report File: G:\...\PM E.pdf Scenario 1 ExistingVistro File: \...\PM E.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C30.10.811WB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C20.90.342WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C18.40.000EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C26.80.445WB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 B19.10.615EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C23.00.687EB ThruHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 34 0.687Volume to Capacity (v/c): CLevel Of Service: 23.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0240459225300056355000Total Analysis Volume [veh/h] 0601155675014114000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 0221423207277052351000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0221423207277052351000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 35 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0492202700110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 36 23.95263.23299.9135.5235.8395th-Percentile Queue Length [ft/ln] 0.9610.5312.001.421.4395th-Percentile Queue Length [veh/ln] 13.31159.63187.6019.7319.9150th-Percentile Queue Length [ft/ln] 0.536.397.500.790.8050th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ACCCCLane Group LOS 3.0927.2028.2724.0323.55d, Delay for Lane Group [s/veh] 0.190.910.910.230.21X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.076.769.392.101.69d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.180.500.50k, delay calibration 3.0220.4418.8721.9221.86d1, Uniform Delay [s] 1269505575248279c, Capacity [veh/h] 18001714167315301719s, saturation flow rate [veh/h] 0.130.270.310.040.03(v / s)_i Volume / Saturation Flow Rate 0.700.290.340.160.16g / C, Green / Cycle 4218211010g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6060606060C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 37 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 23.55 23.55 24.03 0.00 28.27 28.27 27.20 3.09 0.00 Movement LOS C C C C C C A d_A, Approach Delay [s/veh]0.00 23.78 28.27 18.92 Approach LOS A C C B d_I, Intersection Delay [s/veh]23.00 Intersection LOS C Intersection V/C 0.687 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.748 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 233 767 1500 d_b, Bicycle Delay [s]30.00 23.41 11.41 1.88 I_b,int, Bicycle LOS Score for Intersection 4.132 1.748 2.426 2.713 Bicycle LOS D A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 38 0.615Volume to Capacity (v/c): BLevel Of Service: 19.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 22687002856600020411312Total Analysis Volume [veh/h] 517200711700051283Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.91800.91800.95000.95000.91800.91800.95000.95000.95000.91800.91800.9180Peak Hour Factor 20631002626100018710411Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 20631002626100018710411Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 39 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0340049150000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 40 6.78344.3965.0642.33110.6627.5729.8795th-Percentile Queue Length [ft/ln] 0.2713.782.601.694.431.101.1995th-Percentile Queue Length [veh/ln] 3.76222.1736.1423.5261.4815.3216.5950th-Percentile Queue Length [ft/ln] 0.158.891.450.942.460.610.6650th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group BCACCBBLane Group LOS 10.2823.876.8529.0820.0915.7915.76d, Delay for Lane Group [s/veh] 0.030.910.280.480.440.120.12X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.027.520.152.603.090.510.47d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.190.110.110.500.500.50k, delay calibration 10.2616.356.7126.4817.0015.2915.29d1, Uniform Delay [s] 6437571020137459492535c, Capacity [veh/h] 1530180018001714153016381784s, saturation flow rate [veh/h] 0.010.380.160.040.130.040.04(v / s)_i Volume / Saturation Flow Rate 0.420.420.570.080.300.300.30g / C, Green / Cycle 2525345181818g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 41 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]15.76 15.78 20.09 0.00 0.00 0.00 29.08 6.85 0.00 0.00 23.87 10.28 Movement LOS B B C C A C B d_A, Approach Delay [s/veh]18.45 0.00 11.03 23.45 Approach LOS B A B C d_I, Intersection Delay [s/veh]19.13 Intersection LOS B Intersection V/C 0.615 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.790 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 1000 d_b, Bicycle Delay [s]23.41 30.00 1.88 7.50 I_b,int, Bicycle LOS Score for Intersection 1.831 4.132 2.139 2.729 Bicycle LOS A D B B ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 42 0.445Volume to Capacity (v/c): CLevel Of Service: 26.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 2465232996143116113370758710873Total Analysis Volume [veh/h] 61131751510840331819222718Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.9680Peak Hour Factor 2385062895941715612968738410571Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2385062895941715612968738410571Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 43 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 021170423801100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 70Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 44 237.69257.83238.12163.93169.78126.4056.7027.7636.0535.7443.9036.8695th-Percentile Queue Length [ft/ln] 9.5110.319.526.566.795.062.271.111.441.431.761.4795th-Percentile Queue Length [veh/ln] 140.49155.55140.8191.0794.3270.2231.5015.4220.0319.8524.3920.4850th-Percentile Queue Length [ft/ln] 5.626.225.633.643.772.811.260.620.800.790.980.8250th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCDCCDBBBBBBLane Group LOS 28.4327.9640.5628.1728.0236.1712.7811.7415.2512.1312.1416.27d, Delay for Lane Group [s/veh] 0.840.830.940.680.680.780.200.090.130.130.140.14X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.313.8512.442.362.236.240.660.220.450.400.360.56d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 24.1224.1228.1225.8125.7929.9312.1211.5114.8011.7311.7715.72d1, Uniform Delay [s] 434486319352368207670789585670789523c, Capacity [veh/h] 160818001714172318001714153018001306153018001198s, saturation flow rate [veh/h] 0.230.230.170.140.140.090.090.040.060.060.060.06(v / s)_i Volume / Saturation Flow Rate 0.270.270.190.200.200.120.440.440.440.440.440.44g / C, Green / Cycle 19191314148313131313131g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 707070707070707070707070C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 45 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]16.27 12.14 12.13 15.25 11.74 12.78 36.17 28.08 28.17 40.56 28.07 28.43 Movement LOS B B B B B B D C C D C C d_A, Approach Delay [s/veh]13.26 13.19 30.09 31.65 Approach LOS B B C C d_I, Intersection Delay [s/veh]26.76 Intersection LOS C Intersection V/C 0.445 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]24.86 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.445 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]200 200 1086 486 d_b, Bicycle Delay [s]28.35 28.35 7.31 20.06 I_b,int, Bicycle LOS Score for Intersection 2.002 1.789 2.098 2.441 Bicycle LOS B A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 46 0.000Volume to Capacity (v/c): CLevel Of Service: 18.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 80471043210Total Analysis Volume [veh/h] 20117710800Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.79600.79600.79600.79600.79600.79600.9500Peak Hour Factor 60356534410Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 0000000Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 60356534410Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 47 CIntersection LOS 0.08d_I, Intersection Delay [s/veh] BAAApproach LOS 10.650.000.02d_A, Approach Delay [s/veh] 0.940.000.000.000.000.080.0895th-Percentile Queue Length [ft/ln] 0.040.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln] BCAAAABMovement LOS 10.6518.360.000.000.009.0214.22d_M, Delay for Movement [s/veh] 0.010.000.000.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 48 0.342Volume to Capacity (v/c): CLevel Of Service: 20.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00181.00100.00100.00Pocket Length [ft] 000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 61176895136413Total Analysis Volume [veh/h] 129172134103Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.83700.83700.83700.83700.83700.8370Peak Hour Factor 5985774114346Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5985774114346Base Volume Input [veh/h] Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 49 CIntersection LOS 1.86d_I, Intersection Delay [s/veh] CAAApproach LOS 20.360.060.00d_A, Approach Delay [s/veh] 0.6237.040.000.370.000.0095th-Percentile Queue Length [ft/ln] 0.021.480.000.010.000.0095th-Percentile Queue Length [veh/ln] ACAAAAMovement LOS 9.9820.900.008.510.000.00d_M, Delay for Movement [s/veh] 0.010.340.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 50 0.811Volume to Capacity (v/c): CLevel Of Service: 30.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8156226824485935228103736Total Analysis Volume [veh/h] 20141721112148137299Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 755222476413547482693433Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 755222476413547482693433Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 51 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01100362503900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 52 128.3546.75350.73360.8519.6311.6819.7216.6795th-Percentile Queue Length [ft/ln] 5.131.8714.0314.430.790.470.790.6795th-Percentile Queue Length [veh/ln] 71.3025.97227.14235.1210.906.4910.969.2650th-Percentile Queue Length [ft/ln] 2.851.049.099.400.440.260.440.3750th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDCBBBBLane Group LOS 41.0613.3240.3727.9411.0712.5811.0412.74d, Delay for Lane Group [s/veh] 0.770.150.930.830.060.040.060.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 6.930.0914.0410.620.140.110.140.15d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.200.500.500.500.500.50k, delay calibration 34.1313.2326.3317.3310.9312.4710.9112.59d1, Uniform Delay [s] 180734480716843688812684c, Capacity [veh/h] 14271727171415301800138017351374s, saturation flow rate [veh/h] 0.100.060.260.390.030.020.030.03(v / s)_i Volume / Saturation Flow Rate 0.090.430.280.470.470.470.470.47g / C, Green / Cycle 732213535353535g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 53 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]12.74 11.04 11.04 12.58 11.07 27.94 40.37 13.32 13.32 41.06 41.06 41.06 Movement LOS B B B B B C D B B D D D d_A, Approach Delay [s/veh]11.78 26.00 35.12 41.06 Approach LOS B C D D d_I, Intersection Delay [s/veh]30.12 Intersection LOS C Intersection V/C 0.811 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.977 0.000 2.525 1.850 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 187 d_b, Bicycle Delay [s]10.67 10.67 12.33 30.83 I_b,int, Bicycle LOS Score for Intersection 1.697 2.670 2.477 1.789 Bicycle LOS A B B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Existing Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 54 Existing Plus Project Apx - 55 Intersection Analysis Summary 9/27/2018Report File: G:\...\AM EP.pdf Scenario 2 Existing Plus ProjectVistro File: G:\...\AM E.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. D36.90.871WB ThruHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C18.00.305WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 D27.20.024EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 B19.80.404EB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 B19.60.633EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C29.40.798WB LeftHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 56 0.798Volume to Capacity (v/c): CLevel Of Service: 29.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0306477315316090259000Total Analysis Volume [veh/h] 0761197979023115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 0268418276277079252000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 017304900010000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0251415276228079242000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 57 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0492102800110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 58 19.34318.61390.5371.9443.0995th-Percentile Queue Length [ft/ln] 0.7712.7415.622.881.7295th-Percentile Queue Length [veh/ln] 10.74202.05258.6539.9723.9450th-Percentile Queue Length [ft/ln] 0.438.0810.351.600.9650th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ADDCCLane Group LOS 2.3937.9735.6334.0027.84d, Delay for Lane Group [s/veh] 0.230.980.960.490.30X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.0916.6118.029.253.69d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.130.280.500.50k, delay calibration 2.3021.3617.6124.7524.15d1, Uniform Delay [s] 1346486658182205c, Capacity [veh/h] 18001714165415301717s, saturation flow rate [veh/h] 0.170.280.380.060.04(v / s)_i Volume / Saturation Flow Rate 0.750.280.400.120.12g / C, Green / Cycle 45172477g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6060606060C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 59 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 27.84 27.84 34.00 0.00 35.63 35.63 37.97 2.39 0.00 Movement LOS C C C D D D A d_A, Approach Delay [s/veh]0.00 31.51 35.63 24.07 Approach LOS A C D C d_I, Intersection Delay [s/veh]29.45 Intersection LOS C Intersection V/C 0.798 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.766 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 233 800 1500 d_b, Bicycle Delay [s]30.00 23.41 10.80 1.88 I_b,int, Bicycle LOS Score for Intersection 4.132 1.809 2.601 2.852 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 60 0.633Volume to Capacity (v/c): BLevel Of Service: 19.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 227810033240000174632Total Analysis Volume [veh/h] 519500831000044161Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.87340.87340.95000.95000.87340.87340.95000.95000.95000.87340.87340.8734Peak Hour Factor 196820029035000152552Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 320005900001000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 166620023135000142552Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 61 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0360049130000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 61Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 62 6.06392.4971.7126.9198.7415.0216.3395th-Percentile Queue Length [ft/ln] 0.2415.702.871.083.950.600.6595th-Percentile Queue Length [veh/ln] 3.37260.2239.8414.9554.868.359.0750th-Percentile Queue Length [ft/ln] 0.1310.411.590.602.190.330.3650th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACCBBLane Group LOS 8.7224.906.3330.2621.1416.6916.66d, Delay for Lane Group [s/veh] 0.030.920.310.400.410.070.07X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.029.740.162.522.990.300.27d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.250.110.110.500.500.50k, delay calibration 8.7115.166.1727.7418.1516.3916.39d1, Uniform Delay [s] 7208471070101420450493c, Capacity [veh/h] 1530180018001714153016381795s, saturation flow rate [veh/h] 0.010.430.180.020.110.020.02(v / s)_i Volume / Saturation Flow Rate 0.470.470.590.060.280.280.28g / C, Green / Cycle 2929364171717g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 61616161616161C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 63 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]16.66 16.68 21.14 0.00 0.00 0.00 30.26 6.33 0.00 0.00 24.90 8.72 Movement LOS B B C C A C A d_A, Approach Delay [s/veh]19.92 0.00 8.90 24.45 Approach LOS B A A C d_I, Intersection Delay [s/veh]19.60 Intersection LOS B Intersection V/C 0.633 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.49 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.754 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]230 0 1475 1049 d_b, Bicycle Delay [s]23.90 30.50 2.10 6.89 I_b,int, Bicycle LOS Score for Intersection 1.757 4.132 2.173 2.885 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 64 0.404Volume to Capacity (v/c): BLevel Of Service: 19.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8439854492621821829872618174Total Analysis Volume [veh/h] 2110014126646462518152018Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.9770Peak Hour Factor 8238953482561781789670607972Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000002911330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7238953482561491679367606972Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 65 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 011120424301100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 66 140.57146.0734.3471.7274.54116.9959.2428.8825.3317.9823.6130.0895th-Percentile Queue Length [ft/ln] 5.625.841.372.872.984.682.371.161.010.720.941.2095th-Percentile Queue Length [veh/ln] 78.1081.1519.0839.8441.4164.9932.9116.0514.079.9913.1216.7150th-Percentile Queue Length [ft/ln] 3.123.250.761.591.662.601.320.640.560.400.520.6750th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCCBBCBABAABLane Group LOS 26.8726.4629.2519.0418.9830.3010.118.9311.178.768.8013.42d, Delay for Lane Group [s/veh] 0.750.740.440.360.350.770.250.110.110.080.090.14X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 3.653.282.470.500.475.270.810.270.320.220.220.55d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 23.2223.1826.7818.5418.5125.029.308.6610.858.538.5812.87d1, Uniform Delay [s] 313332123427452236732861676732861531c, Capacity [veh/h] 169318001714170318001714153018001338153018001117s, saturation flow rate [veh/h] 0.140.140.030.090.090.110.120.050.050.040.050.07(v / s)_i Volume / Saturation Flow Rate 0.180.180.070.250.250.140.480.480.480.480.480.48g / C, Green / Cycle 1111415158292929292929g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 606060606060606060606060C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 67 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]13.42 8.80 8.76 11.17 8.93 10.11 30.30 19.00 19.04 29.25 26.61 26.87 Movement LOS B A A B A B C B B C C C d_A, Approach Delay [s/veh]10.37 10.00 23.18 26.92 Approach LOS B A C C d_I, Intersection Delay [s/veh]19.80 Intersection LOS B Intersection V/C 0.404 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]20.01 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.372 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 233 1267 233 d_b, Bicycle Delay [s]23.41 23.41 4.03 23.41 I_b,int, Bicycle LOS Score for Intersection 1.916 1.850 1.966 2.002 Bicycle LOS A A A B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 68 0.024Volume to Capacity (v/c): DLevel Of Service: 27.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 15477074227632Total Analysis Volume [veh/h] 412177105198Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.80600.80600.80600.80600.80600.80600.9500Peak Hour Factor 12365703406130Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 1135506030Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10156534010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 69 DIntersection LOS 1.21d_I, Intersection Delay [s/veh] BAAApproach LOS 14.170.002.39d_A, Approach Delay [s/veh] 1.781.840.000.000.007.817.8195th-Percentile Queue Length [ft/ln] 0.070.070.000.000.000.310.3195th-Percentile Queue Length [veh/ln] BDAAABCMovement LOS 10.7127.160.000.000.0010.1415.44d_M, Delay for Movement [s/veh] 0.020.020.000.010.000.080.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 70 0.305Volume to Capacity (v/c): CLevel Of Service: 18.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 25.0025.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00181.00100.00100.00100.00Pocket Length [ft] 000000001000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Intersection Setup 0000Pedestrian Volume [ped/h] 901212200416682634820Total Analysis Volume [veh/h] 2030600101671161210Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.86070.86070.86070.86070.86070.86070.86070.86070.86070.86070.86070.8607Peak Hour Factor 801041900355752544150Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0001900351100890Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8010400005642543260Base Volume Input [veh/h] Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 71 CIntersection LOS 1.79d_I, Intersection Delay [s/veh] CBAAApproach LOS 17.4310.750.020.00d_A, Approach Delay [s/veh] 0.930.0031.692.630.000.000.000.000.150.000.000.0095th-Percentile Queue Length [ft/ln] 0.040.001.270.110.000.000.000.000.010.000.000.0095th-Percentile Queue Length [veh/ln] ACBAAAAAMovement LOS 9.980.0017.9810.750.000.000.000.008.490.000.000.00d_M, Delay for Movement [s/veh] 0.010.000.300.030.000.000.000.010.000.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 0000Number of Storage Spaces in Median NoNoTwo-Stage Gap Acceptance 0000Storage Area [veh] Flared Lane StopStopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 72 0.871Volume to Capacity (v/c): DLevel Of Service: 36.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 7078112751433685496473338Total Analysis Volume [veh/h] 1719371310817112162810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 6269102445385609445762934Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000006923330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5269102445316586415461934Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 73 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01200382604200420Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 80Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 74 155.8036.28362.68513.3919.6729.0017.6818.5795th-Percentile Queue Length [ft/ln] 6.231.4514.5120.540.791.160.710.7495th-Percentile Queue Length [veh/ln] 86.5620.15236.56358.2010.9316.119.8210.3150th-Percentile Queue Length [ft/ln] 3.460.819.4614.330.440.640.390.4150th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDDBBBBLane Group LOS 43.0214.0342.9541.0811.3813.3211.3113.08d, Delay for Lane Group [s/veh] 0.790.110.930.940.060.090.050.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 6.900.0714.5821.260.130.260.110.15d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.210.500.500.500.500.50k, delay calibration 36.1313.9728.3819.8111.2513.0711.2012.93d1, Uniform Delay [s] 201717466730859704833695c, Capacity [veh/h] 15111696171415301800138917461378s, saturation flow rate [veh/h] 0.110.050.250.450.030.050.020.03(v / s)_i Volume / Saturation Flow Rate 0.100.420.270.480.480.480.480.48g / C, Green / Cycle 834223838383838g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 8080808080808080C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 75 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]13.08 11.31 11.31 13.32 11.38 41.08 42.95 14.03 14.03 43.02 43.02 43.02 Movement LOS B B B B B D D B B D D D d_A, Approach Delay [s/veh]12.17 37.03 38.54 43.02 Approach LOS B D D D d_I, Intersection Delay [s/veh]36.89 Intersection LOS D Intersection V/C 0.871 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]29.76 0.00 29.76 29.76 I_p,int, Pedestrian LOS Score for Intersection 1.994 0.000 2.552 1.913 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]950 950 850 200 d_b, Bicycle Delay [s]11.03 11.03 13.23 32.40 I_b,int, Bicycle LOS Score for Intersection 1.688 2.876 2.403 1.822 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 76 Intersection Analysis Summary 9/27/2018Report File: G:\...\PM EP.pdf Scenario 2 Existing Plus ProjectVistro File: \...\PM E.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C33.60.849EB LeftHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C23.60.379WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C20.10.025EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C27.10.459WB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 B19.40.636EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C23.00.696EB ThruHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 77 0.696Volume to Capacity (v/c): CLevel Of Service: 23.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0266464225310056357000Total Analysis Volume [veh/h] 0661165678014114000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 0245428207286052353000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0245090002000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0221423207277052351000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 78 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0492202700110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 79 25.31266.91306.8536.2237.8595th-Percentile Queue Length [ft/ln] 1.0110.6812.271.451.5195th-Percentile Queue Length [veh/ln] 14.06162.41192.9520.1221.0350th-Percentile Queue Length [ft/ln] 0.566.507.720.800.8450th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ACCCCLane Group LOS 3.0127.4828.7024.6224.21d, Delay for Lane Group [s/veh] 0.210.910.920.240.23X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.087.109.942.331.95d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.190.500.50k, delay calibration 2.9320.3818.7622.2922.26d1, Uniform Delay [s] 1282509584237266c, Capacity [veh/h] 18001714167615301718s, saturation flow rate [veh/h] 0.150.270.320.040.03(v / s)_i Volume / Saturation Flow Rate 0.710.300.350.160.16g / C, Green / Cycle 43182199g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6060606060C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 80 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 24.21 24.21 24.62 0.00 28.70 28.70 27.48 3.01 0.00 Movement LOS C C C C C C A d_A, Approach Delay [s/veh]0.00 24.41 28.70 18.56 Approach LOS A C C B d_I, Intersection Delay [s/veh]22.98 Intersection LOS C Intersection V/C 0.696 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.749 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 233 767 1500 d_b, Bicycle Delay [s]30.00 23.41 11.41 1.88 I_b,int, Bicycle LOS Score for Intersection 4.132 1.751 2.442 2.764 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 81 0.636Volume to Capacity (v/c): BLevel Of Service: 19.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 27719002976600020611312Total Analysis Volume [veh/h] 718000741700051283Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.91800.91800.95000.95000.91800.91800.95000.95000.95000.91800.91800.9180Peak Hour Factor 25660002736100018910411Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 52900110000200Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 20631002626100018710411Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 82 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0290049200000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 83 7.98359.0463.6342.33117.1828.5930.9795th-Percentile Queue Length [ft/ln] 0.3214.362.551.694.691.141.2495th-Percentile Queue Length [veh/ln] 4.43233.6935.3523.5265.1015.8917.2150th-Percentile Queue Length [ft/ln] 0.189.351.410.942.600.640.6950th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACCBBLane Group LOS 9.7124.176.3829.0821.6016.6316.59d, Delay for Lane Group [s/veh] 0.040.910.280.480.480.130.13X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.028.330.152.603.720.570.53d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.210.110.110.500.500.50k, delay calibration 9.6815.846.2326.4817.8816.0616.06d1, Uniform Delay [s] 6707881051137433463505c, Capacity [veh/h] 1530180018001714153016381784s, saturation flow rate [veh/h] 0.020.400.170.040.130.040.04(v / s)_i Volume / Saturation Flow Rate 0.440.440.580.080.280.280.28g / C, Green / Cycle 2626355171717g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 84 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]16.59 16.61 21.60 0.00 0.00 0.00 29.08 6.38 0.00 0.00 24.17 9.71 Movement LOS B B C C A C A d_A, Approach Delay [s/veh]19.71 0.00 10.50 23.65 Approach LOS B A B C d_I, Intersection Delay [s/veh]19.43 Intersection LOS B Intersection V/C 0.636 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.793 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 833 d_b, Bicycle Delay [s]23.41 30.00 1.88 10.21 I_b,int, Bicycle LOS Score for Intersection 1.833 4.132 2.159 2.791 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 85 0.459Volume to Capacity (v/c): CLevel Of Service: 27.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 2485232996143116614875818711173Total Analysis Volume [veh/h] 62131751510842371920222818Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.9680Peak Hour Factor 2405062895941716114373788410771Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 2000051455020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2385062895941715612968738410571Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 86 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 021170423801100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 71Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 87 241.70262.33246.26164.45170.41132.1065.1530.4439.9636.4546.1238.1695th-Percentile Queue Length [ft/ln] 9.6710.499.856.586.825.282.611.221.601.461.841.5395th-Percentile Queue Length [veh/ln] 143.48158.95146.8891.3694.6773.3936.1916.9122.2020.2525.6221.2050th-Percentile Queue Length [ft/ln] 5.746.365.883.653.792.941.450.680.890.811.020.8550th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCDCCDBBBBBBLane Group LOS 28.8728.3942.9427.9227.7936.4813.2211.9815.6512.3312.3616.91d, Delay for Lane Group [s/veh] 0.840.840.950.670.660.780.220.100.140.130.140.14X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.383.9114.242.122.006.240.760.240.500.400.370.60d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 24.4924.4828.7025.8025.7830.2412.4611.7415.1411.9311.9916.31d1, Uniform Delay [s] 434486315362378212669788581669788506c, Capacity [veh/h] 160718001714172318001714153018001302153018001176s, saturation flow rate [veh/h] 0.230.230.170.140.140.100.100.040.060.060.060.06(v / s)_i Volume / Saturation Flow Rate 0.270.270.180.210.210.120.440.440.440.440.440.44g / C, Green / Cycle 19191315159313131313131g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 717171717171717171717171C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 88 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]16.91 12.36 12.33 15.65 11.98 13.22 36.48 27.84 27.92 42.94 28.49 28.87 Movement LOS B B B B B B D C C D C C d_A, Approach Delay [s/veh]13.58 13.56 30.03 32.62 Approach LOS B B C C d_I, Intersection Delay [s/veh]27.12 Intersection LOS C Intersection V/C 0.459 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]25.35 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.447 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]197 197 1070 479 d_b, Bicycle Delay [s]28.85 28.85 7.67 20.54 I_b,int, Bicycle LOS Score for Intersection 2.007 1.810 2.102 2.442 Bicycle LOS B A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 89 0.025Volume to Capacity (v/c): CLevel Of Service: 20.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 3065711432166Total Analysis Volume [veh/h] 82117810842Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.79600.79600.79600.79600.79600.79600.9500Peak Hour Factor 2454566344136Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 185110126Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 60356534410Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 90 CIntersection LOS 0.57d_I, Intersection Delay [s/veh] BAAApproach LOS 12.400.000.52d_A, Approach Delay [s/veh] 3.661.880.000.000.001.531.5395th-Percentile Queue Length [ft/ln] 0.150.080.000.000.000.060.0695th-Percentile Queue Length [veh/ln] BCAAAABMovement LOS 10.8620.100.000.000.009.2214.77d_M, Delay for Movement [s/veh] 0.050.020.000.010.000.020.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 91 0.379Volume to Capacity (v/c): CLevel Of Service: 23.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 25.0025.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00181.00100.00100.00100.00Pocket Length [ft] 000000001000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Intersection Setup 0000Pedestrian Volume [ped/h] 601173200871151364340Total Analysis Volume [veh/h] 102980021781341080Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.83700.83700.83700.83700.83700.83700.83700.83700.83700.83700.83700.8370Peak Hour Factor 50982700759541143630Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000270071800170Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5098000057741143460Base Volume Input [veh/h] Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 92 CIntersection LOS 2.22d_I, Intersection Delay [s/veh] CBAAApproach LOS 22.9810.890.060.00d_A, Approach Delay [s/veh] 0.630.0042.803.920.000.000.000.000.370.000.000.0095th-Percentile Queue Length [ft/ln] 0.030.001.710.160.000.000.000.000.010.000.000.0095th-Percentile Queue Length [veh/ln] BCBAAAAAMovement LOS 10.060.0023.6410.890.000.000.000.008.570.000.000.00d_M, Delay for Movement [s/veh] 0.010.000.380.050.000.000.000.010.000.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 0000Number of Storage Spaces in Median NoNoTwo-Stage Gap Acceptance 0000Storage Area [veh] Flared Lane StopStopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 93 0.849Volume to Capacity (v/c): CLevel Of Service: 33.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8456226824626305734103936Total Analysis Volume [veh/h] 211417211161581482109Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 775222476426581533193633Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 20000133455020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 755222476413547482693433Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 94 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01100362503900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 95 132.5246.75381.75409.2121.5814.2820.5916.7495th-Percentile Queue Length [ft/ln] 5.301.8715.2716.370.860.570.820.6795th-Percentile Queue Length [veh/ln] 73.6225.97251.67273.5811.997.9311.449.3050th-Percentile Queue Length [ft/ln] 2.941.0410.0710.940.480.320.460.3750th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDCBBBBLane Group LOS 41.8013.3245.7132.5011.1112.6911.0612.81d, Delay for Lane Group [s/veh] 0.790.150.960.880.070.050.060.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 7.600.0919.0814.460.150.140.140.15d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.210.500.500.500.500.50k, delay calibration 34.2013.2326.6318.0410.9612.5610.9212.66d1, Uniform Delay [s] 179734480716843687814680c, Capacity [veh/h] 14251727171415301800137817371368s, saturation flow rate [veh/h] 0.100.060.270.410.030.020.030.03(v / s)_i Volume / Saturation Flow Rate 0.090.430.280.470.470.470.470.47g / C, Green / Cycle 732213535353535g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 96 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]12.81 11.06 11.06 12.69 11.11 32.50 45.71 13.32 13.32 41.80 41.80 41.80 Movement LOS B B B B B C D B B D D D d_A, Approach Delay [s/veh]11.80 29.87 39.57 41.80 Approach LOS B C D D d_I, Intersection Delay [s/veh]33.62 Intersection LOS C Intersection V/C 0.849 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.979 0.000 2.540 1.862 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 187 d_b, Bicycle Delay [s]10.67 10.67 12.33 30.83 I_b,int, Bicycle LOS Score for Intersection 1.700 2.749 2.500 1.794 Bicycle LOS A B B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 97 Intersection Analysis Summary 9/27/2018Report File: G:\...\AM EP MIT.pdf Scenario 2 Existing Plus ProjectVistro File: \...\AM E MIT.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C24.20.733WB ThruHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 98 0.733Volume to Capacity (v/c): CLevel Of Service: 24.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 7078112751433685496473338Total Analysis Volume [veh/h] 1719371310817112162810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 6269102445385609445762934Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000006923330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5269102445316586415461934Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 99 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 02000361603900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 100 132.7640.87174.07336.2613.6421.0112.7813.9195th-Percentile Queue Length [ft/ln] 5.311.636.9613.450.550.840.510.5695th-Percentile Queue Length [veh/ln] 73.7522.7196.71215.807.5811.677.107.7350th-Percentile Queue Length [ft/ln] 2.950.913.878.630.300.470.280.3150th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group CBCCAAAALane Group LOS 34.8317.7834.3320.487.479.127.428.95d, Delay for Lane Group [s/veh] 0.640.140.830.790.050.080.040.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.690.113.557.490.090.180.080.11d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 32.1417.6730.7812.997.388.937.348.84d1, Uniform Delay [s] 2505615208621014824983815c, Capacity [veh/h] 16391696332915301800138917461378s, saturation flow rate [veh/h] 0.100.050.130.450.030.050.020.03(v / s)_i Volume / Saturation Flow Rate 0.120.330.160.560.560.560.560.56g / C, Green / Cycle 925124242424242g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 101 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]8.95 7.42 7.42 9.12 7.47 20.48 34.33 17.78 17.78 34.83 34.83 34.83 Movement LOS A A A A A C C B B C C C d_A, Approach Delay [s/veh]8.16 18.77 31.80 34.83 Approach LOS A B C C d_I, Intersection Delay [s/veh]24.20 Intersection LOS C Intersection V/C 0.733 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.990 0.000 2.642 1.910 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 427 d_b, Bicycle Delay [s]10.67 10.67 12.33 23.21 I_b,int, Bicycle LOS Score for Intersection 1.688 2.876 2.403 1.822 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 102 Intersection Analysis Summary 9/27/2018Report File: G:\...\PM EP MIT.pdf Scenario 2 Existing Plus ProjectVistro File: \...\PM E MIT.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C23.30.695WB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 103 0.695Volume to Capacity (v/c): CLevel Of Service: 23.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8456226824626305734103936Total Analysis Volume [veh/h] 211417211161581482109Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 775222476426581533193633Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 20000133455020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 755222476413547482693433Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 104 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 02000361603900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 105 118.9357.98188.29286.0915.7010.8415.5413.0895th-Percentile Queue Length [ft/ln] 4.762.327.5311.440.630.430.620.5295th-Percentile Queue Length [veh/ln] 66.0732.21104.60176.998.726.028.647.2650th-Percentile Queue Length [ft/ln] 2.641.294.187.080.350.240.350.2950th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDBAAAALane Group LOS 35.1718.3435.0917.217.368.757.328.83d, Delay for Lane Group [s/veh] 0.620.190.870.730.060.040.050.04X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.770.164.375.260.100.090.100.10d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 32.4018.1830.7211.947.268.657.238.73d1, Uniform Delay [s] 2285635348681021820986813c, Capacity [veh/h] 15961727332915301800137817371368s, saturation flow rate [veh/h] 0.090.060.140.410.030.020.030.03(v / s)_i Volume / Saturation Flow Rate 0.110.320.160.570.570.570.570.57g / C, Green / Cycle 824124343434343g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 106 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]8.83 7.32 7.32 8.75 7.36 17.21 35.09 18.34 18.34 35.17 35.17 35.17 Movement LOS A A A A A B D B B D D D d_A, Approach Delay [s/veh]7.96 16.03 31.92 35.17 Approach LOS A B C D d_I, Intersection Delay [s/veh]23.33 Intersection LOS C Intersection V/C 0.695 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.979 0.000 2.635 1.862 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 427 d_b, Bicycle Delay [s]10.67 10.67 12.33 23.21 I_b,int, Bicycle LOS Score for Intersection 1.700 2.749 2.500 1.794 Bicycle LOS A B B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Existing Plus Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 107 Opening Year (2020) Without Project Apx - 108 Intersection Analysis Summary 9/27/2018Report File: G:\...\AM OY.pdf Scenario 1 Opening Year (2020) Without ProjectVistro File: \...\AM OY.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C32.50.853WB ThruHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C18.40.324WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C19.20.000EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C21.20.399EB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 B20.00.651EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C31.80.821SB RightHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 109 0.821Volume to Capacity (v/c): CLevel Of Service: 31.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 03055113362790111251000Total Analysis Volume [veh/h] 0761288470028113000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 0267448294244097245000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0181201300000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.061.061.061.061.001.061.061.061.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0251415276228079242000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 110 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0542403000110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 65Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 111 20.46362.96410.97106.5540.6295th-Percentile Queue Length [ft/ln] 0.8214.5216.444.261.6295th-Percentile Queue Length [veh/ln] 11.37236.78274.9959.1922.5750th-Percentile Queue Length [ft/ln] 0.459.4711.002.370.9050th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ADDDCLane Group LOS 2.2840.1737.5043.9429.75d, Delay for Lane Group [s/veh] 0.220.970.950.640.27X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.0817.9218.3816.383.37d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.190.310.500.50k, delay calibration 2.2022.2519.1227.5626.38d1, Uniform Delay [s] 1374527647175196c, Capacity [veh/h] 18001714164215301717s, saturation flow rate [veh/h] 0.170.300.370.070.03(v / s)_i Volume / Saturation Flow Rate 0.760.310.390.110.11g / C, Green / Cycle 50202677g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6565656565C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 112 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 29.75 29.75 43.94 0.00 37.50 37.50 40.17 2.28 0.00 Movement LOS C C D D D D A d_A, Approach Delay [s/veh]0.00 39.36 37.50 26.01 Approach LOS A D D C d_I, Intersection Delay [s/veh]31.81 Intersection LOS C Intersection V/C 0.821 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 22.43 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.777 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 215 800 1538 d_b, Bicycle Delay [s]32.50 25.88 11.70 1.73 I_b,int, Bicycle LOS Score for Intersection 4.132 1.830 2.574 2.906 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 113 0.651Volume to Capacity (v/c): BLevel Of Service: 20.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 1980500282440001737611Total Analysis Volume [veh/h] 520100701100043193Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.87340.87340.95000.95000.87340.87340.95000.95000.95000.87340.87340.8734Peak Hour Factor 1770300246380001516610Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 010011000088Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.001.001.061.061.001.001.001.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 166620023135000142552Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 114 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0370049120000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 115 4.90393.9252.3928.81101.5820.8222.5495th-Percentile Queue Length [ft/ln] 0.2015.762.101.154.060.830.9095th-Percentile Queue Length [veh/ln] 2.72261.3529.1116.0156.4411.5712.5250th-Percentile Queue Length [ft/ln] 0.1110.451.160.642.260.460.5050th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACCBBLane Group LOS 8.1424.535.4629.5722.5417.6617.63d, Delay for Lane Group [s/veh] 0.030.920.260.410.450.100.10X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.0110.020.122.463.660.480.45d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.260.110.110.500.500.50k, delay calibration 8.1214.515.3427.1118.8817.1817.18d1, Uniform Delay [s] 7408711104108389416452c, Capacity [veh/h] 1530180018001714153016381778s, saturation flow rate [veh/h] 0.010.450.160.030.110.030.03(v / s)_i Volume / Saturation Flow Rate 0.480.480.610.060.260.260.26g / C, Green / Cycle 2929374151515g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 116 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]17.63 17.64 22.54 0.00 0.00 0.00 29.57 5.46 0.00 0.00 24.53 8.14 Movement LOS B B C C A C A d_A, Approach Delay [s/veh]20.90 0.00 8.72 24.15 Approach LOS C A A C d_I, Intersection Delay [s/veh]19.98 Intersection LOS B Intersection V/C 0.651 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.760 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 1100 d_b, Bicycle Delay [s]23.41 30.00 1.88 6.08 I_b,int, Bicycle LOS Score for Intersection 1.774 4.132 2.098 2.919 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 117 0.399Volume to Capacity (v/c): CLevel Of Service: 21.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 78432575328916518310185667579Total Analysis Volume [veh/h] 1910814137241462521161920Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.9770Peak Hour Factor 7642256522821611799983647377Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 010011132012001Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7238953482561491679367606972Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 118 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 011120424301100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 65Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 119 165.01171.0039.9589.9193.45118.2561.8531.0631.1820.3122.6833.4095th-Percentile Queue Length [ft/ln] 6.606.841.603.603.744.732.471.241.250.810.911.3495th-Percentile Queue Length [veh/ln] 91.6795.0022.1949.9551.9265.6934.3617.2517.3211.2812.6018.5650th-Percentile Queue Length [ft/ln] 3.673.800.892.002.082.631.370.690.690.450.500.7450th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCCCCCAABAABLane Group LOS 29.0928.7131.8321.3821.3033.449.908.8011.038.658.6013.25d, Delay for Lane Group [s/veh] 0.770.770.470.410.400.770.240.110.120.090.080.14X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 3.983.642.760.640.595.820.730.250.340.220.180.54d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 25.1025.0629.0720.7420.7127.619.168.5510.698.438.4212.71d1, Uniform Delay [s] 322340122413436214769904710769904553c, Capacity [veh/h] 170618001714170518001714153018001346153018001113s, saturation flow rate [veh/h] 0.150.140.030.100.100.100.120.060.060.040.040.07(v / s)_i Volume / Saturation Flow Rate 0.190.190.070.240.240.120.500.500.500.500.500.50g / C, Green / Cycle 1212516168333333333333g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 656565656565656565656565C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 120 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]13.25 8.60 8.65 11.03 8.80 9.90 33.44 21.33 21.38 31.83 28.86 29.09 Movement LOS B A A B A A C C C C C C d_A, Approach Delay [s/veh]10.28 9.86 25.28 29.19 Approach LOS B A C C d_I, Intersection Delay [s/veh]21.20 Intersection LOS C Intersection V/C 0.399 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]22.43 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.380 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]215 215 1169 215 d_b, Bicycle Delay [s]25.88 25.88 5.61 25.88 I_b,int, Bicycle LOS Score for Intersection 1.923 1.864 1.978 2.027 Bicycle LOS A A A B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 121 0.000Volume to Capacity (v/c): CLevel Of Service: 19.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 10174444810Total Analysis Volume [veh/h] 00018611200Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.80600.80600.80600.80600.80600.80600.9500Peak Hour Factor 10160036110Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 0001100Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10156534010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 122 CIntersection LOS 0.02d_I, Intersection Delay [s/veh] BAAApproach LOS 10.720.000.02d_A, Approach Delay [s/veh] 0.120.000.000.000.000.090.0995th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln] BCAAAABMovement LOS 10.7219.180.000.000.009.1314.56d_M, Delay for Movement [s/veh] 0.000.000.000.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 123 0.324Volume to Capacity (v/c): CLevel Of Service: 18.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00181.00100.00100.00Pocket Length [ft] 000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 9128696266403Total Analysis Volume [veh/h] 232174117101Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.86070.86070.86070.86070.86070.8607Peak Hour Factor 8110599257347Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 001001Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8104564254326Base Volume Input [veh/h] Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 124 CIntersection LOS 1.89d_I, Intersection Delay [s/veh] CAAApproach LOS 17.840.020.00d_A, Approach Delay [s/veh] 0.8834.500.000.140.000.0095th-Percentile Queue Length [ft/ln] 0.041.380.000.010.000.0095th-Percentile Queue Length [veh/ln] ACAAAAMovement LOS 9.7118.410.008.270.000.00d_M, Delay for Movement [s/veh] 0.010.320.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 125 0.853Volume to Capacity (v/c): CLevel Of Service: 32.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 6282122854378699486472240Total Analysis Volume [veh/h] 152137139417512162610Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 5573112548336622435762036Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000001100000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5269102445316586415461934Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 126 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01200342204100410Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 127 141.1937.19291.84468.0616.7425.1511.2417.3495th-Percentile Queue Length [ft/ln] 5.651.4911.6718.720.671.010.450.6995th-Percentile Queue Length [veh/ln] 78.4420.66181.40321.129.3013.976.259.6450th-Percentile Queue Length [ft/ln] 3.140.837.2612.840.370.560.250.3950th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDDABABLane Group LOS 39.6814.3737.2835.999.9311.549.7911.48d, Delay for Lane Group [s/veh] 0.770.120.920.920.050.090.030.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 5.990.089.4818.410.110.230.070.14d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.120.500.500.500.500.50k, delay calibration 33.6914.2927.8017.589.8111.329.7111.34d1, Uniform Delay [s] 203676412758892746855728c, Capacity [veh/h] 14501698171415301800140317261379s, saturation flow rate [veh/h] 0.110.050.220.460.030.050.020.03(v / s)_i Volume / Saturation Flow Rate 0.110.400.240.490.490.490.490.49g / C, Green / Cycle 830183737373737g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 128 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]11.48 9.79 9.79 11.54 9.93 35.99 37.28 14.37 14.37 39.68 39.68 39.68 Movement LOS B A A B A D D B B D D D d_A, Approach Delay [s/veh]10.77 32.52 33.20 39.68 Approach LOS B C C D d_I, Intersection Delay [s/veh]32.47 Intersection LOS C Intersection V/C 0.853 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.990 0.000 2.542 1.910 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]987 987 800 213 d_b, Bicycle Delay [s]9.63 9.63 13.50 29.93 I_b,int, Bicycle LOS Score for Intersection 1.673 2.898 2.319 1.817 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 129 Intersection Analysis Summary 9/27/2018Report File: G:\...\PM OY.pdf Scenario 1 Opening Year (2020) Without ProjectVistro File: \...\PM OY.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. D36.40.868EB LeftHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C22.30.376WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C19.60.000EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C27.50.484WB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 B19.80.655EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C25.30.753EB ThruHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 130 0.753Volume to Capacity (v/c): CLevel Of Service: 25.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0256501240323076359000Total Analysis Volume [veh/h] 0641256081019115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 0236462221298070354000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 02142401500000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.061.061.061.061.001.061.061.061.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0221423207277052351000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 131 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0492302600110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 132 17.03292.24334.5756.7543.0095th-Percentile Queue Length [ft/ln] 0.6811.6913.382.271.7295th-Percentile Queue Length [veh/ln] 9.46181.71214.4831.5323.8950th-Percentile Queue Length [ft/ln] 0.387.278.581.260.9650th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ACCCCLane Group LOS 2.4029.1131.5230.3127.26d, Delay for Lane Group [s/veh] 0.190.920.940.400.29X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.079.2512.906.073.37d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.150.210.500.50k, delay calibration 2.3319.8618.6224.2423.90d1, Uniform Delay [s] 1336543601191215c, Capacity [veh/h] 18001714167415301718s, saturation flow rate [veh/h] 0.140.290.340.050.04(v / s)_i Volume / Saturation Flow Rate 0.740.320.360.120.12g / C, Green / Cycle 45192277g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6060606060C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 133 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 27.26 27.26 30.31 0.00 31.52 31.52 29.11 2.40 0.00 Movement LOS C C C C C C A d_A, Approach Delay [s/veh]0.00 28.94 31.52 20.08 Approach LOS A C C C d_I, Intersection Delay [s/veh]25.34 Intersection LOS C Intersection V/C 0.753 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.760 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 233 733 1500 d_b, Bicycle Delay [s]30.00 23.41 12.03 1.88 I_b,int, Bicycle LOS Score for Intersection 4.132 1.787 2.489 2.809 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 134 0.655Volume to Capacity (v/c): BLevel Of Service: 19.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 23731003057300021613528Total Analysis Volume [veh/h] 618300761800054347Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.91800.91800.95000.95000.91800.91800.95000.95000.95000.91800.91800.9180Peak Hour Factor 21671002806700019812426Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 02002200001414Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.001.001.061.061.001.001.001.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 20631002626100018710411Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 135 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0340049150000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 136 6.67365.8462.7846.73128.2138.8341.8695th-Percentile Queue Length [ft/ln] 0.2714.632.511.875.131.551.6795th-Percentile Queue Length [veh/ln] 3.70239.0534.8825.9671.2321.5723.2650th-Percentile Queue Length [ft/ln] 0.159.561.401.042.850.860.9350th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACCBBLane Group LOS 9.4724.476.1029.0623.0817.5717.52d, Delay for Lane Group [s/veh] 0.030.920.290.510.520.170.18X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.028.800.142.724.550.850.79d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.220.110.110.500.500.50k, delay calibration 9.4515.675.9526.3518.5416.7216.72d1, Uniform Delay [s] 6797991070144417446483c, Capacity [veh/h] 1530180018001714153016381771s, saturation flow rate [veh/h] 0.020.410.170.040.140.050.05(v / s)_i Volume / Saturation Flow Rate 0.440.440.590.080.270.270.27g / C, Green / Cycle 2727365161616g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 137 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]17.52 17.55 23.08 0.00 0.00 0.00 29.06 6.10 0.00 0.00 24.47 9.47 Movement LOS B B C C A C A d_A, Approach Delay [s/veh]20.70 0.00 10.53 24.01 Approach LOS C A B C d_I, Intersection Delay [s/veh]19.81 Intersection LOS B Intersection V/C 0.655 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.805 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 1000 d_b, Bicycle Delay [s]23.41 30.00 1.88 7.50 I_b,int, Bicycle LOS Score for Intersection 1.872 4.132 2.183 2.804 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 138 0.484Volume to Capacity (v/c): CLevel Of Service: 27.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 2605713166747217714674939211580Total Analysis Volume [veh/h] 65143791711844361923232920Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.9680Peak Hour Factor 2525533066545717114172908911177Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 017021564013002Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2385062895941715612968738410571Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 139 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 021170423801100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 70Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 140 250.97270.97273.85171.72178.33137.6367.6931.6148.8840.7850.4844.1495th-Percentile Queue Length [ft/ln] 10.0410.8410.956.877.135.512.711.261.961.632.021.7795th-Percentile Queue Length [veh/ln] 150.41165.49167.6795.4099.0776.4637.6017.5627.1622.6628.0424.5250th-Percentile Queue Length [ft/ln] 6.026.626.713.823.963.061.500.701.090.911.120.9850th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCDCCDBBBBBBLane Group LOS 27.6827.1649.4526.1126.0135.5614.4313.0617.3713.5413.5518.53d, Delay for Lane Group [s/veh] 0.840.840.990.660.650.790.230.100.170.150.160.17X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.253.7520.991.811.726.040.870.270.700.500.450.78d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 23.4323.4128.4624.3024.2929.5213.5612.7916.6813.0513.1017.76d1, Uniform Delay [s] 466521319403421225625736538625736472c, Capacity [veh/h] 161218001714172318001714153018001298153018001179s, saturation flow rate [veh/h] 0.240.240.180.150.150.100.100.040.070.060.060.07(v / s)_i Volume / Saturation Flow Rate 0.290.290.190.230.230.130.410.410.410.410.410.41g / C, Green / Cycle 20201316169292929292929g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 707070707070707070707070C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 141 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]18.53 13.55 13.54 17.37 13.06 14.43 35.56 26.05 26.11 49.45 27.28 27.68 Movement LOS B B B B B B D C C D C C d_A, Approach Delay [s/veh]14.94 14.98 28.41 33.48 Approach LOS B B C C d_I, Intersection Delay [s/veh]27.50 Intersection LOS C Intersection V/C 0.484 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]24.86 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.455 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]200 200 1086 486 d_b, Bicycle Delay [s]28.35 28.35 7.31 20.06 I_b,int, Bicycle LOS Score for Intersection 2.033 1.818 2.150 2.506 Bicycle LOS B A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 142 0.000Volume to Capacity (v/c): CLevel Of Service: 19.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 80475546110Total Analysis Volume [veh/h] 20118911500Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.79600.79600.79600.79600.79600.79600.9500Peak Hour Factor 60360136710Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 0002200Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 60356534410Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 143 CIntersection LOS 0.08d_I, Intersection Delay [s/veh] BAAApproach LOS 10.840.000.02d_A, Approach Delay [s/veh] 0.970.000.000.000.000.090.0995th-Percentile Queue Length [ft/ln] 0.040.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln] BCAAAABMovement LOS 10.8419.590.000.000.009.1814.88d_M, Delay for Movement [s/veh] 0.010.000.000.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 144 0.376Volume to Capacity (v/c): CLevel Of Service: 22.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00181.00100.00100.00Pocket Length [ft] 000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 61247345145441Total Analysis Volume [veh/h] 131183136110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.83700.83700.83700.83700.83700.8370Peak Hour Factor 51046144121369Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 002002Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5985774114346Base Volume Input [veh/h] Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 145 CIntersection LOS 1.97d_I, Intersection Delay [s/veh] CAAApproach LOS 21.760.060.00d_A, Approach Delay [s/veh] 0.6442.360.000.380.000.0095th-Percentile Queue Length [ft/ln] 0.031.690.000.020.000.0095th-Percentile Queue Length [veh/ln] BCAAAAMovement LOS 10.1222.330.008.620.000.00d_M, Delay for Movement [s/veh] 0.010.380.010.010.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 146 0.868Volume to Capacity (v/c): DLevel Of Service: 36.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8760227884776315530113938Total Analysis Volume [veh/h] 221517221191581483109Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 8055225814405825128103635Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000002200000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 755222476413547482693433Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 147 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01100362503900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 148 145.8250.00422.15410.6920.8012.5721.0317.6795th-Percentile Queue Length [ft/ln] 5.832.0016.8916.430.830.500.840.7195th-Percentile Queue Length [veh/ln] 81.0127.78283.96274.7611.556.9811.689.8250th-Percentile Queue Length [ft/ln] 3.241.1111.3610.990.460.280.470.3950th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDCBBBBLane Group LOS 45.2213.3853.1832.6511.0912.6611.0712.81d, Delay for Lane Group [s/veh] 0.850.160.990.880.070.040.060.06X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 10.810.1026.2314.590.150.120.150.16d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.230.500.500.500.500.50k, delay calibration 34.4113.2826.9518.0610.9412.5410.9312.66d1, Uniform Delay [s] 175735480716843686811682c, Capacity [veh/h] 13811728171415301800137617331370s, saturation flow rate [veh/h] 0.110.070.280.410.030.020.030.03(v / s)_i Volume / Saturation Flow Rate 0.090.430.280.470.470.470.470.47g / C, Green / Cycle 732213535353535g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 149 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]12.81 11.07 11.07 12.66 11.09 32.65 53.18 13.38 13.38 45.22 45.22 45.22 Movement LOS B B B B B C D B B D D D d_A, Approach Delay [s/veh]11.82 30.15 45.45 45.22 Approach LOS B C D D d_I, Intersection Delay [s/veh]36.42 Intersection LOS D Intersection V/C 0.868 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.980 0.000 2.551 1.860 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 187 d_b, Bicycle Delay [s]10.67 10.67 12.33 30.83 I_b,int, Bicycle LOS Score for Intersection 1.705 2.741 2.536 1.805 Bicycle LOS A B B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 1: 1 Opening Year (2020) Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 150 Opening Year (2020) With Project Apx - 151 Intersection Analysis Summary 9/27/2018Report File: G:\...\AM OYP.pdf Scenario 2 Opening Year (2020) With ProjectVistro File: \...\AM OY.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. D44.70.924SB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C20.50.357WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 D29.40.026EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C21.20.429EB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 C20.30.672EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 D37.90.846WB LeftHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 152 0.846Volume to Capacity (v/c): DLevel Of Service: 37.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 03245153363340111263000Total Analysis Volume [veh/h] 0811298484028116000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 0284451294293097255000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 01811151013010000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.061.061.061.061.001.061.061.061.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0251415276228079242000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 153 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0632703600120000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 154 26.91438.97518.81121.7358.9195th-Percentile Queue Length [ft/ln] 1.0817.5620.754.872.3695th-Percentile Queue Length [veh/ln] 14.95297.53362.6567.6332.7350th-Percentile Queue Length [ft/ln] 0.6011.9014.512.711.3150th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ADDDDLane Group LOS 2.2650.1244.0249.4835.53d, Delay for Lane Group [s/veh] 0.230.980.960.650.34X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.0824.3122.9217.544.73d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.270.420.500.50k, delay calibration 2.1825.8121.1031.9530.79d1, Uniform Delay [s] 1407526698171192c, Capacity [veh/h] 18001714165415301717s, saturation flow rate [veh/h] 0.180.300.410.070.04(v / s)_i Volume / Saturation Flow Rate 0.780.310.420.110.11g / C, Green / Cycle 59233288g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 155 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 35.53 35.53 49.48 0.00 44.02 44.02 50.12 2.26 0.00 Movement LOS D D D D D D A d_A, Approach Delay [s/veh]0.00 44.33 44.02 31.64 Approach LOS A D D C d_I, Intersection Delay [s/veh]37.89 Intersection LOS D Intersection V/C 0.846 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 27.31 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.791 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 213 853 1573 d_b, Bicycle Delay [s]37.50 29.93 12.33 1.71 I_b,int, Bicycle LOS Score for Intersection 4.132 1.850 2.665 2.944 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 156 0.672Volume to Capacity (v/c): CLevel Of Service: 20.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 2382800349440001847611Total Analysis Volume [veh/h] 620700871100046193Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.87340.87340.95000.95000.87340.87340.95000.95000.95000.87340.87340.8734Peak Hour Factor 2072300305380001616610Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 321006010001088Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.001.001.061.061.001.001.001.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 166620023135000142552Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 157 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0360049130000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 61Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 158 5.90415.5966.7729.39113.9721.5423.3295th-Percentile Queue Length [ft/ln] 0.2416.622.671.184.560.860.9395th-Percentile Queue Length [veh/ln] 3.28278.7037.1016.3363.3211.9712.9550th-Percentile Queue Length [ft/ln] 0.1311.151.480.652.530.480.5250th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACCBBLane Group LOS 7.9525.645.5630.0824.1718.3118.28d, Delay for Lane Group [s/veh] 0.030.930.310.410.490.100.10X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.0211.170.162.504.450.510.47d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.280.110.110.500.500.50k, delay calibration 7.9314.475.4127.5819.7217.8017.81d1, Uniform Delay [s] 7578901120107377404439c, Capacity [veh/h] 1530180018001714153016381778s, saturation flow rate [veh/h] 0.020.460.190.030.120.030.03(v / s)_i Volume / Saturation Flow Rate 0.490.490.620.060.250.250.25g / C, Green / Cycle 3030384151515g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 61616161616161C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 159 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]18.28 18.30 24.17 0.00 0.00 0.00 30.08 5.56 0.00 0.00 25.64 7.95 Movement LOS B B C C A C A d_A, Approach Delay [s/veh]22.29 0.00 8.31 25.16 Approach LOS C A A C d_I, Intersection Delay [s/veh]20.28 Intersection LOS C Intersection V/C 0.672 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.49 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.763 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]230 0 1475 1049 d_b, Bicycle Delay [s]23.90 30.50 2.10 6.89 I_b,int, Bicycle LOS Score for Intersection 1.783 4.132 2.208 2.964 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 160 0.429Volume to Capacity (v/c): CLevel Of Service: 21.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 88432575328919419410488668579Total Analysis Volume [veh/h] 2210814137249492622162120Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.9770Peak Hour Factor 86422565228219019010286648377Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1010011132133150101Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7238953482561491679367606972Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 161 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 011120424301100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 65Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 162 167.55174.4139.9585.9589.51136.5470.7834.2434.6521.6927.6435.8695th-Percentile Queue Length [ft/ln] 6.706.981.603.443.585.462.831.371.390.871.111.4395th-Percentile Queue Length [veh/ln] 93.0896.8922.1947.7549.7375.8639.3219.0219.2512.0515.3619.9250th-Percentile Queue Length [ft/ln] 3.723.880.891.911.993.031.570.760.770.480.610.8050th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCCCBCBABAABLane Group LOS 28.9928.5831.8320.0219.9632.4110.989.6512.189.469.4914.67d, Delay for Lane Group [s/veh] 0.780.770.470.370.370.790.260.120.130.090.100.15X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.003.632.760.510.475.490.880.290.410.240.230.63d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 24.9924.9429.0719.5119.4926.9210.109.3611.779.229.2614.03d1, Uniform Delay [s] 326346122452477247734863669734863514c, Capacity [veh/h] 169618001714170518001714153018001333153018001098s, saturation flow rate [veh/h] 0.150.150.030.100.100.110.130.060.070.040.050.07(v / s)_i Volume / Saturation Flow Rate 0.190.190.070.260.260.140.480.480.480.480.480.48g / C, Green / Cycle 1212517179313131313131g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 656565656565656565656565C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 163 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]14.67 9.49 9.46 12.18 9.65 10.98 32.41 19.98 20.02 31.83 28.73 28.99 Movement LOS B A A B A B C B C C C C d_A, Approach Delay [s/veh]11.26 10.89 24.48 29.08 Approach LOS B B C C d_I, Intersection Delay [s/veh]21.22 Intersection LOS C Intersection V/C 0.429 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]22.43 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.383 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]215 215 1169 215 d_b, Bicycle Delay [s]25.88 25.88 5.61 25.88 I_b,int, Bicycle LOS Score for Intersection 1.939 1.878 2.002 2.036 Bicycle LOS A A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 164 0.026Volume to Capacity (v/c): DLevel Of Service: 29.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 15477514487632Total Analysis Volume [veh/h] 412188112198Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.80600.80600.80600.80600.80600.80600.9500Peak Hour Factor 12366053616130Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 1135616030Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10156534010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 165 DIntersection LOS 1.20d_I, Intersection Delay [s/veh] BAAApproach LOS 14.810.002.36d_A, Approach Delay [s/veh] 1.842.030.000.000.008.288.2895th-Percentile Queue Length [ft/ln] 0.070.080.000.000.000.330.3395th-Percentile Queue Length [veh/ln] BDAAABCMovement LOS 10.9129.430.000.000.0010.4416.23d_M, Delay for Movement [s/veh] 0.020.030.000.010.000.090.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 166 0.357Volume to Capacity (v/c): CLevel Of Service: 20.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 25.0025.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00181.00100.00100.00100.00Pocket Length [ft] 000000001000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Intersection Setup 0000Pedestrian Volume [ped/h] 901282200417092665070Total Analysis Volume [veh/h] 2032600101771171270Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.86070.86070.86070.86070.86070.86070.86070.86070.86070.86070.86070.8607Peak Hour Factor 801101900356102574360Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0001900351200900Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8010400005642543260Base Volume Input [veh/h] Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 167 CIntersection LOS 2.01d_I, Intersection Delay [s/veh] CBAAApproach LOS 19.8410.940.020.00d_A, Approach Delay [s/veh] 0.950.0039.522.720.000.000.000.000.150.000.000.0095th-Percentile Queue Length [ft/ln] 0.040.001.580.110.000.000.000.000.010.000.000.0095th-Percentile Queue Length [veh/ln] BCBAAAAAMovement LOS 10.090.0020.5310.940.000.000.000.008.570.000.000.00d_M, Delay for Movement [s/veh] 0.010.000.360.040.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 0000Number of Storage Spaces in Median NoNoTwo-Stage Gap Acceptance 0000Storage Area [veh] Flared Lane StopStopFreeFreePriority Scheme Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 168 0.924Volume to Capacity (v/c): DLevel Of Service: 44.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 7382122854455725526773440Total Analysis Volume [veh/h] 1821371311418113172810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 6573112548405645466063036Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000007024330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5269102445316586415461934Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 169 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01200382604200420Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 80Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 170 175.7238.18405.77613.3820.9430.5118.1619.6595th-Percentile Queue Length [ft/ln] 7.031.5316.2324.540.841.220.730.7995th-Percentile Queue Length [veh/ln] 97.6221.21270.82441.1511.6316.9510.0910.9250th-Percentile Queue Length [ft/ln] 3.900.8510.8317.650.470.680.400.4450th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDDBBBBLane Group LOS 48.4814.0349.8452.9811.4413.4311.3513.19d, Delay for Lane Group [s/veh] 0.880.110.960.990.060.100.050.06X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 11.840.0721.2132.120.140.270.110.16d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.240.500.500.500.500.50k, delay calibration 36.6313.9628.6320.8611.3013.1511.2413.03d1, Uniform Delay [s] 191719472729857701832691c, Capacity [veh/h] 14441698171415301800138817471374s, saturation flow rate [veh/h] 0.120.050.270.470.030.050.020.03(v / s)_i Volume / Saturation Flow Rate 0.100.420.280.480.480.480.480.48g / C, Green / Cycle 834223838383838g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 8080808080808080C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 171 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]13.19 11.35 11.35 13.43 11.44 52.98 49.84 14.03 14.03 48.48 48.48 48.48 Movement LOS B B B B B D D B B D D D d_A, Approach Delay [s/veh]12.26 47.28 44.38 48.48 Approach LOS B D D D d_I, Intersection Delay [s/veh]44.70 Intersection LOS D Intersection V/C 0.924 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]29.76 0.00 29.76 29.76 I_p,int, Pedestrian LOS Score for Intersection 1.997 0.000 2.575 1.923 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]950 950 850 200 d_b, Bicycle Delay [s]11.03 11.03 13.23 32.40 I_b,int, Bicycle LOS Score for Intersection 1.693 2.952 2.446 1.835 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 172 Intersection Analysis Summary 9/27/2018Report File: G:\...\PM OYP.pdf Scenario 2 Opening Year (2020) With ProjectVistro File: \...\PM OY.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. D40.40.884EB LeftHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 D25.10.412WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C21.60.027EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C28.10.497WB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 C20.20.677EB LeftHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 C25.80.764EB ThruHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 173 0.764Volume to Capacity (v/c): CLevel Of Service: 25.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0282507240333076361000Total Analysis Volume [veh/h] 0701276083019115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 0260467221307070356000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0261921301502000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.061.061.061.061.001.061.061.061.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0221423207277052351000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 174 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0492302600110000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 175 17.89301.44342.8957.8745.2595th-Percentile Queue Length [ft/ln] 0.7212.0613.722.311.8195th-Percentile Queue Length [veh/ln] 9.94188.77220.9932.1525.1450th-Percentile Queue Length [ft/ln] 0.407.558.841.291.0150th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group ACCCCLane Group LOS 2.3730.4432.1931.1427.98d, Delay for Lane Group [s/veh] 0.210.930.940.410.31X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.0810.5213.686.683.84d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.150.220.500.50k, delay calibration 2.2919.9218.5124.4524.14d1, Uniform Delay [s] 1343543609184207c, Capacity [veh/h] 18001714167615301718s, saturation flow rate [veh/h] 0.160.300.340.050.04(v / s)_i Volume / Saturation Flow Rate 0.750.320.360.120.12g / C, Green / Cycle 45192277g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 6060606060C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 176 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 27.98 27.98 31.14 0.00 32.19 32.19 30.44 2.37 0.00 Movement LOS C C C C C C A d_A, Approach Delay [s/veh]0.00 29.69 32.19 20.41 Approach LOS A C C C d_I, Intersection Delay [s/veh]25.77 Intersection LOS C Intersection V/C 0.764 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.761 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 233 733 1500 d_b, Bicycle Delay [s]30.00 23.41 12.03 1.88 I_b,int, Bicycle LOS Score for Intersection 4.132 1.791 2.505 2.861 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 177 0.677Volume to Capacity (v/c): CLevel Of Service: 20.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 28763003177300021813528Total Analysis Volume [veh/h] 719100791800054347Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.91800.91800.95000.95000.91800.91800.95000.95000.95000.91800.91800.9180Peak Hour Factor 26700002916700020012426Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 5310013200021414Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.001.001.061.061.001.001.001.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 20631002626100018710411Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 178 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0340049150000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 179 7.77380.5360.7646.73136.5240.2843.4095th-Percentile Queue Length [ft/ln] 0.3115.222.431.875.461.611.7495th-Percentile Queue Length [veh/ln] 4.32250.7033.7625.9675.8422.3824.1150th-Percentile Queue Length [ft/ln] 0.1710.031.351.043.030.900.9650th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACCBBLane Group LOS 8.9324.815.6529.0625.1018.4918.43d, Delay for Lane Group [s/veh] 0.040.920.290.510.560.190.19X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.029.630.142.725.650.980.92d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.240.110.110.500.500.50k, delay calibration 8.9115.185.5126.3519.4517.5117.52d1, Uniform Delay [s] 7058291101144391418452c, Capacity [veh/h] 1530180018001714153016381771s, saturation flow rate [veh/h] 0.020.420.180.040.140.050.05(v / s)_i Volume / Saturation Flow Rate 0.460.460.610.080.260.260.26g / C, Green / Cycle 2828375151515g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 180 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]18.43 18.47 25.10 0.00 0.00 0.00 29.06 5.65 0.00 0.00 24.81 8.93 Movement LOS B B C C A C A d_A, Approach Delay [s/veh]22.26 0.00 10.03 24.25 Approach LOS C A B C d_I, Intersection Delay [s/veh]20.21 Intersection LOS C Intersection V/C 0.677 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.807 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 1000 d_b, Bicycle Delay [s]23.41 30.00 1.88 7.50 I_b,int, Bicycle LOS Score for Intersection 1.874 4.132 2.203 2.865 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 181 0.497Volume to Capacity (v/c): CLevel Of Service: 28.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 2625713166747218216080989211780Total Analysis Volume [veh/h] 66143791711845402025232920Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.9680Peak Hour Factor 2545533066545717615577958911377Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 21702151118518022Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2385062895941715612968738410571Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 182 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 021170423801100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 71Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 183 255.25275.72286.02172.57179.27143.5576.5034.9752.7641.5652.4245.6495th-Percentile Queue Length [ft/ln] 10.2111.0311.446.907.175.743.061.402.111.662.101.8395th-Percentile Queue Length [veh/ln] 153.62169.09176.5995.8799.6079.7542.5019.4329.3123.0929.1225.3650th-Percentile Queue Length [ft/ln] 6.146.767.063.833.983.191.700.781.170.921.161.0150th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCFCCDBBBBBBLane Group LOS 28.1127.5853.4025.9525.8535.8914.9013.3417.7813.7513.7919.23d, Delay for Lane Group [s/veh] 0.850.841.000.640.640.790.260.110.180.150.160.18X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.323.8124.371.661.586.060.990.300.750.500.460.84d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 23.7923.7629.0324.2924.2829.8313.9113.0417.0313.2613.3218.39d1, Uniform Delay [s] 466520315413431230624735535624735456c, Capacity [veh/h] 161118001714172318001714153018001295153018001158s, saturation flow rate [veh/h] 0.240.240.180.150.150.110.100.040.080.060.070.07(v / s)_i Volume / Saturation Flow Rate 0.290.290.180.240.240.130.410.410.410.410.410.41g / C, Green / Cycle 21211317179292929292929g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 717171717171717171717171C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 184 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]19.23 13.79 13.75 17.78 13.34 14.90 35.89 25.89 25.95 53.40 27.70 28.11 Movement LOS B B B B B B D C C F C C d_A, Approach Delay [s/veh]15.28 15.37 28.42 34.86 Approach LOS B B C C d_I, Intersection Delay [s/veh]28.10 Intersection LOS C Intersection V/C 0.497 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]25.35 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.458 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]197 197 1070 479 d_b, Bicycle Delay [s]28.85 28.85 7.67 20.54 I_b,int, Bicycle LOS Score for Intersection 2.036 1.838 2.154 2.508 Bicycle LOS B A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 185 0.027Volume to Capacity (v/c): CLevel Of Service: 21.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 3065756461166Total Analysis Volume [veh/h] 82118911542Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.79600.79600.79600.79600.79600.79600.9500Peak Hour Factor 2454602367136Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 185132126Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 60356534410Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 186 CIntersection LOS 0.55d_I, Intersection Delay [s/veh] BAAApproach LOS 12.820.000.50d_A, Approach Delay [s/veh] 3.792.060.000.000.001.621.6295th-Percentile Queue Length [ft/ln] 0.150.080.000.000.000.060.0695th-Percentile Queue Length [veh/ln] BCAAAACMovement LOS 11.0721.560.000.000.009.4015.49d_M, Delay for Movement [s/veh] 0.050.030.000.010.000.020.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 187 0.412Volume to Capacity (v/c): DLevel Of Service: 25.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 25.0025.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00181.00100.00100.00100.00Pocket Length [ft] 000000001000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Intersection Setup 0000Pedestrian Volume [ped/h] 601243200875551454610Total Analysis Volume [veh/h] 103180021891361150Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.83700.83700.83700.83700.83700.83700.83700.83700.83700.83700.83700.8370Peak Hour Factor 501042700763241213860Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000270072000190Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5098000057741143460Base Volume Input [veh/h] Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 188 DIntersection LOS 2.32d_I, Intersection Delay [s/veh] CBAAApproach LOS 24.3911.100.060.00d_A, Approach Delay [s/veh] 0.650.0048.294.060.000.000.000.000.380.000.000.0095th-Percentile Queue Length [ft/ln] 0.030.001.930.160.000.000.000.000.020.000.000.0095th-Percentile Queue Length [veh/ln] BDBAAAAAMovement LOS 10.190.0025.0711.100.000.000.000.008.680.000.000.00d_M, Delay for Movement [s/veh] 0.010.000.410.050.000.000.000.010.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 0000Number of Storage Spaces in Median NoNoTwo-Stage Gap Acceptance 0000Storage Area [veh] Flared Lane StopStopFreeFreePriority Scheme Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 189 0.884Volume to Capacity (v/c): DLevel Of Service: 40.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8960227884916686136114138Total Analysis Volume [veh/h] 221517221231671593109Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 8255225814536165633103835Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 20000153655020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 755222476413547482693433Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 190 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01100423104300430Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 85Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 191 160.5856.12440.55548.2427.9118.1325.9320.8895th-Percentile Queue Length [ft/ln] 6.422.2417.6221.931.120.731.040.8495th-Percentile Queue Length [veh/ln] 89.2131.18298.80386.9415.5010.0714.4111.6050th-Percentile Queue Length [ft/ln] 3.571.2511.9515.480.620.400.580.4650th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDDBBBBLane Group LOS 46.9814.0948.0345.3812.9914.8012.9214.95d, Delay for Lane Group [s/veh] 0.810.150.940.950.070.050.070.06X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 8.290.0919.2723.400.170.160.160.17d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.310.500.500.500.500.50k, delay calibration 38.6914.0028.7521.9812.8214.6412.7614.78d1, Uniform Delay [s] 186770523704829663799655c, Capacity [veh/h] 15321728171415301800137417351363s, saturation flow rate [veh/h] 0.100.070.290.440.030.030.030.03(v / s)_i Volume / Saturation Flow Rate 0.090.450.310.460.460.460.460.46g / C, Green / Cycle 838263939393939g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 8585858585858585C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 192 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]14.95 12.92 12.92 14.80 12.99 45.38 48.03 14.09 14.09 46.98 46.98 46.98 Movement LOS B B B B B D D B B D D D d_A, Approach Delay [s/veh]13.78 41.35 41.59 46.98 Approach LOS B D D D d_I, Intersection Delay [s/veh]40.43 Intersection LOS D Intersection V/C 0.884 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]32.21 0.00 32.21 32.21 I_p,int, Pedestrian LOS Score for Intersection 1.988 0.000 2.572 1.879 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]918 918 894 165 d_b, Bicycle Delay [s]12.45 12.45 12.99 35.79 I_b,int, Bicycle LOS Score for Intersection 1.708 2.822 2.560 1.809 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak HourScenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 193 Intersection Analysis Summary 9/27/2018Report File: G:\...\AM OYP MIT.pdf Scenario 2 Opening Year (2020) With ProjectVistro File: \...\AM OY MIT.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C26.30.774WB ThruHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 194 0.774Volume to Capacity (v/c): CLevel Of Service: 26.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 7382122854455725526773440Total Analysis Volume [veh/h] 1821371311418113172810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 6573112548405645466063036Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000007024330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5269102445316586415461934Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 195 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 02000361603900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 196 139.2342.23183.51393.4915.0422.7213.5315.0895th-Percentile Queue Length [ft/ln] 5.571.697.3415.740.600.910.540.6095th-Percentile Queue Length [veh/ln] 77.3523.46101.95261.018.3512.627.528.3850th-Percentile Queue Length [ft/ln] 3.090.944.0810.440.330.500.300.3450th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group CBCCAAAALane Group LOS 34.7017.3134.4325.107.829.507.769.34d, Delay for Lane Group [s/veh] 0.650.140.850.860.050.080.040.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.730.113.7910.850.100.200.080.12d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 31.9717.2030.6314.267.729.307.689.22d1, Uniform Delay [s] 258578537847996810967799c, Capacity [veh/h] 16431698332915301800138817471374s, saturation flow rate [veh/h] 0.100.050.140.470.030.050.020.03(v / s)_i Volume / Saturation Flow Rate 0.120.340.160.550.550.550.550.55g / C, Green / Cycle 925124242424242g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 197 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]9.34 7.76 7.76 9.50 7.82 25.10 34.43 17.31 17.31 34.70 34.70 34.70 Movement LOS A A A A A C C B B C C C d_A, Approach Delay [s/veh]8.54 22.80 31.81 34.70 Approach LOS A C C C d_I, Intersection Delay [s/veh]26.28 Intersection LOS C Intersection V/C 0.774 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.994 0.000 2.662 1.920 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 427 d_b, Bicycle Delay [s]10.67 10.67 12.33 23.21 I_b,int, Bicycle LOS Score for Intersection 1.693 2.952 2.446 1.835 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Morning Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 198 Intersection Analysis Summary 9/27/2018Report File: G:\...\PM OYP MIT.pdf Scenario 2 Opening Year (2020) With ProjectVistro File: \...\PM OY MIT.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C24.60.737WB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 199 0.737Volume to Capacity (v/c): CLevel Of Service: 24.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 8960227884916686136114138Total Analysis Volume [veh/h] 221517221231671593109Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 8255225814536165633103835Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 20000153655020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.061.061.061.061.061.061.061.061.061.061.061.06Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 755222476413547482693433Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 200 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01900361703900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 201 126.2660.02195.63336.0917.9012.1617.4214.5495th-Percentile Queue Length [ft/ln] 5.052.407.8313.440.720.490.700.5895th-Percentile Queue Length [veh/ln] 70.1433.34109.73215.679.946.769.688.0850th-Percentile Queue Length [ft/ln] 2.811.334.398.630.400.270.390.3250th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBCCAAAALane Group LOS 35.0017.5234.1221.067.989.457.949.55d, Delay for Lane Group [s/veh] 0.640.190.860.790.060.050.050.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.800.163.907.590.120.110.110.12d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 32.2017.3630.2213.487.869.347.839.43d1, Uniform Delay [s] 238593572842991794955785c, Capacity [veh/h] 16011728332915301800137417351363s, saturation flow rate [veh/h] 0.090.070.150.440.030.030.030.03(v / s)_i Volume / Saturation Flow Rate 0.120.340.170.550.550.550.550.55g / C, Green / Cycle 926134141414141g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 202 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]9.55 7.94 7.94 9.45 7.98 21.06 34.12 17.52 17.52 35.00 35.00 35.00 Movement LOS A A A A A C C B B D D D d_A, Approach Delay [s/veh]8.62 19.47 30.97 35.00 Approach LOS A B C D d_I, Intersection Delay [s/veh]24.64 Intersection LOS C Intersection V/C 0.737 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.982 0.000 2.656 1.872 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 933 853 400 d_b, Bicycle Delay [s]10.67 10.67 12.33 24.00 I_b,int, Bicycle LOS Score for Intersection 1.708 2.822 2.560 1.809 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/27/2018 Evening Peak Hour With Improvements Scenario 2: 2 Opening Year (2020) With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 203 Buildout Year (2040) Without Project Apx - 204 Intersection Analysis Summary 9/26/2018Report File: G:\...\AM LR.pdf Scenario 1 Year 2040 Without ProjectVistro File: G:\...\AM LR.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. E55.10.989WB ThruHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C22.00.386WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C24.50.000EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C21.40.402EB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 C23.00.758NB RightHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 F81.51.030EB RightHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 205 1.030Volume to Capacity (v/c): FLevel Of Service: 81.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 04305675593970156253000Total Analysis Volume [veh/h] 010814214099039113000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 03774974903480137246000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0181201300000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 03764894893460124246000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 206 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0813105000140000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 207 51.89760.801257.56245.7461.7495th-Percentile Queue Length [ft/ln] 2.0830.4350.309.832.4795th-Percentile Queue Length [veh/ln] 28.83528.58890.70146.4934.3050th-Percentile Queue Length [ft/ln] 1.1521.1435.635.861.3750th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group AFFFDLane Group LOS 2.45102.64105.5089.8042.79d, Delay for Lane Group [s/veh] 0.281.101.150.910.29X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.2268.6480.9447.823.68d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.240.450.500.500.50k, delay calibration 2.2334.0024.5641.9839.12d1, Uniform Delay [s] 1538514832172193c, Capacity [veh/h] 19001810172216151813s, saturation flow rate [veh/h] 0.230.310.560.100.03(v / s)_i Volume / Saturation Flow Rate 0.810.280.480.110.11g / C, Green / Cycle 7727461010g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 9595959595C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 208 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 42.79 42.79 89.80 0.00 105.50 105.50 102.64 2.45 0.00 Movement LOS D D F F F F A d_A, Approach Delay [s/veh]0.00 77.55 105.50 59.43 Approach LOS A E F E d_I, Intersection Delay [s/veh]81.55 Intersection LOS F Intersection V/C 1.030 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 37.14 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.820 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 211 968 1621 d_b, Bicycle Delay [s]47.50 38.03 12.64 1.71 I_b,int, Bicycle LOS Score for Intersection 4.132 1.908 3.137 3.205 Bicycle LOS D A C C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 209 0.758Volume to Capacity (v/c): CLevel Of Service: 23.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 609720034810800017914111Total Analysis Volume [veh/h] 1524300872700045353Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.87340.87340.95000.95000.87340.87340.95000.95000.95000.87340.87340.8734Peak Hour Factor 52849003049400015612310Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 010011000088Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5284800303930001561152Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 210 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0370049120000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 211 13.14478.6636.5169.04144.9145.6149.2395th-Percentile Queue Length [ft/ln] 0.5319.151.462.765.801.821.9795th-Percentile Queue Length [veh/ln] 7.30329.7520.2838.3680.5125.3427.3550th-Percentile Queue Length [ft/ln] 0.2913.190.811.533.221.011.0950th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACDCCLane Group LOS 6.6427.473.3129.2837.3124.2524.07d, Delay for Lane Group [s/veh] 0.070.950.260.610.680.260.26X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.0314.450.103.3113.592.232.05d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.370.110.110.500.500.50k, delay calibration 6.6113.023.2025.9723.7222.0222.02d1, Uniform Delay [s] 87210261339178262280306c, Capacity [veh/h] 1615190019001810161517291887s, saturation flow rate [veh/h] 0.040.510.180.060.110.040.04(v / s)_i Volume / Saturation Flow Rate 0.540.540.700.100.160.160.16g / C, Green / Cycle 3232426101010g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 60606060606060C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 212 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]24.07 24.16 37.31 0.00 0.00 0.00 29.28 3.31 0.00 0.00 27.47 6.64 Movement LOS C C D C A C A d_A, Approach Delay [s/veh]31.27 0.00 9.46 26.26 Approach LOS C A A C d_I, Intersection Delay [s/veh]22.96 Intersection LOS C Intersection V/C 0.758 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.843 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]233 0 1500 1100 d_b, Bicycle Delay [s]23.41 30.00 1.88 6.08 I_b,int, Bicycle LOS Score for Intersection 1.833 4.132 2.312 3.262 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 213 0.402Volume to Capacity (v/c): CLevel Of Service: 21.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 94471625530017119010489737882Total Analysis Volume [veh/h] 2411816147543482622181920Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.9770Peak Hour Factor 92460615429316718610287717680Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 010011132012001Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 92450615328216418410275717679Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 214 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 011120424301100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 66Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 215 183.59191.1143.6693.9397.77123.5065.8532.8733.7523.1624.2735.7695th-Percentile Queue Length [ft/ln] 7.347.641.753.763.914.942.631.311.350.930.971.4395th-Percentile Queue Length [veh/ln] 101.99106.4924.2652.1854.3268.6136.5818.2618.7512.8713.4819.8650th-Percentile Queue Length [ft/ln] 4.084.260.972.092.172.741.460.730.750.510.540.7950th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCCCCCBABAABLane Group LOS 28.9528.6131.8621.3421.2733.4410.139.0511.408.958.8613.66d, Delay for Lane Group [s/veh] 0.780.770.460.390.390.760.240.110.130.090.080.15X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 3.763.452.490.560.525.380.690.230.370.220.170.59d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 25.1925.1629.3720.7820.7528.059.448.8211.028.738.6913.07d1, Uniform Delay [s] 353374134444469224804946702804946544c, Capacity [veh/h] 179219001810179919001810161519001342161519001102s, saturation flow rate [veh/h] 0.150.150.030.100.100.090.120.050.070.050.040.07(v / s)_i Volume / Saturation Flow Rate 0.200.200.070.250.250.120.500.500.500.500.500.50g / C, Green / Cycle 1313516168333333333333g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 666666666666666666666666C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 216 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]13.66 8.86 8.95 11.40 9.05 10.13 33.44 21.30 21.34 31.86 28.74 28.95 Movement LOS B A A B A B C C C C C C d_A, Approach Delay [s/veh]10.58 10.13 25.25 29.08 Approach LOS B B C C d_I, Intersection Delay [s/veh]21.40 Intersection LOS C Intersection V/C 0.402 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]22.92 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.386 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]212 212 1152 212 d_b, Bicycle Delay [s]26.37 26.37 5.94 26.37 I_b,int, Bicycle LOS Score for Intersection 1.944 1.876 1.994 2.077 Bicycle LOS A A A B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 217 0.000Volume to Capacity (v/c): CLevel Of Service: 24.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 10193249810Total Analysis Volume [veh/h] 00023312400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.80600.80600.80600.80600.80600.80600.8060Peak Hour Factor 10175140110Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 0001100Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10175040010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 218 CIntersection LOS 0.01d_I, Intersection Delay [s/veh] BAAApproach LOS 11.580.000.02d_A, Approach Delay [s/veh] 0.140.000.000.000.000.100.1095th-Percentile Queue Length [ft/ln] 0.010.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln] BCAAAACMovement LOS 11.5824.470.000.000.009.8617.77d_M, Delay for Movement [s/veh] 0.000.000.000.010.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 219 0.386Volume to Capacity (v/c): CLevel Of Service: 22.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00181.00100.00100.00Pocket Length [ft] 000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 16132825676438Total Analysis Volume [veh/h] 433206119110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.86070.86070.86070.86070.86070.8607Peak Hour Factor 14114710565377Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 001001Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 14114709565376Base Volume Input [veh/h] Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 220 CIntersection LOS 2.08d_I, Intersection Delay [s/veh] CAAApproach LOS 20.670.060.00d_A, Approach Delay [s/veh] 1.6444.130.000.430.000.0095th-Percentile Queue Length [ft/ln] 0.071.770.000.020.000.0095th-Percentile Queue Length [veh/ln] ACAAAAMovement LOS 9.9221.970.008.410.000.00d_M, Delay for Movement [s/veh] 0.020.390.010.010.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 221 0.989Volume to Capacity (v/c): ELevel Of Service: 55.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 76171173597405830517582446Total Analysis Volume [veh/h] 1943492410120713192612Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 68152153186360738456772141Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000001100000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 68152153186359737456772141Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 222 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01400342004100410Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 223 299.2261.36404.97715.9817.7429.8612.3820.1095th-Percentile Queue Length [ft/ln] 11.972.4516.2028.640.711.190.500.8095th-Percentile Queue Length [veh/ln] 182.8934.09262.30510.439.8516.596.8811.1650th-Percentile Queue Length [ft/ln] 7.321.3610.4920.420.390.660.280.4550th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group FBFFABABLane Group LOS 72.3014.7666.5261.229.9511.759.8211.61d, Delay for Lane Group [s/veh] 1.040.181.051.040.050.100.040.06X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 38.780.1237.0242.270.110.270.070.17d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.130.500.500.500.500.50k, delay calibration 33.5314.6429.5118.959.8411.489.7411.45d1, Uniform Delay [s] 253723386799940742900724c, Capacity [veh/h] 15301815181016151900139918201375s, saturation flow rate [veh/h] 0.170.070.220.510.030.050.020.03(v / s)_i Volume / Saturation Flow Rate 0.130.400.210.490.490.490.490.49g / C, Green / Cycle 1030163737373737g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 224 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]11.61 9.82 9.82 11.75 9.95 61.22 66.52 14.76 14.76 72.30 72.30 72.30 Movement LOS B A A B A F F B B E E E d_A, Approach Delay [s/veh]10.88 54.60 53.80 72.30 Approach LOS B D D E d_I, Intersection Delay [s/veh]55.05 Intersection LOS E Intersection V/C 0.989 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 2.003 0.000 2.637 1.992 Crosswalk LOS B F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]987 987 800 267 d_b, Bicycle Delay [s]9.63 9.63 13.50 28.17 I_b,int, Bicycle LOS Score for Intersection 1.688 3.137 2.446 1.995 Bicycle LOS A C B A ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 225 Intersection Analysis Summary 9/26/2018Report File: G:\...\PM LR.pdf Scenario 1 Year 2040 Without ProjectVistro File: G:\...\PM LR.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. E62.70.997SB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 D32.00.499WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 C24.70.000EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C28.20.512WB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 C21.90.762NB RightHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 E68.70.966EB ThruHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 226 0.966Volume to Capacity (v/c): ELevel Of Service: 68.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 035950439953901728123000Total Analysis Volume [veh/h] 090126100135043231000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 033146536849701597113000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 033146536849701597113000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 227 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0963606000190000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 115Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 228 68.98662.871233.76264.28184.4795th-Percentile Queue Length [ft/ln] 2.7626.5149.3510.577.3895th-Percentile Queue Length [veh/ln] 38.32482.38906.14160.42102.4850th-Percentile Queue Length [ft/ln] 1.5319.3036.256.424.1050th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group AFFEELane Group LOS 3.0479.9788.2776.2355.65d, Delay for Lane Group [s/veh] 0.241.001.090.810.55X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.1838.4758.7327.658.87d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.250.450.500.500.50k, delay calibration 2.8641.5029.5448.5846.78d1, Uniform Delay [s] 1519504859212238c, Capacity [veh/h] 19001810176716151815s, saturation flow rate [veh/h] 0.190.280.530.110.07(v / s)_i Volume / Saturation Flow Rate 0.800.280.490.130.13g / C, Green / Cycle 9232561515g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 115115115115115C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 229 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 55.65 55.65 76.23 0.00 88.27 88.27 79.97 3.04 0.00 Movement LOS E E E F F F A d_A, Approach Delay [s/veh]0.00 67.33 88.27 47.97 Approach LOS A E F D d_I, Intersection Delay [s/veh]68.72 Intersection LOS E Intersection V/C 0.966 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 47.03 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.874 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 261 974 1600 d_b, Bicycle Delay [s]57.50 43.48 15.13 2.30 I_b,int, Bicycle LOS Score for Intersection 4.132 2.060 3.107 2.984 Bicycle LOS D B C C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 230 0.762Volume to Capacity (v/c): CLevel Of Service: 21.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 568510051715500025618213Total Analysis Volume [veh/h] 14213001293900064453Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.91800.91800.95000.95000.91800.91800.95000.95000.95000.91800.91800.9180Peak Hour Factor 517810047514200023516712Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 517810047514200023516712Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 231 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0260054280000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 65Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 232 16.68452.48104.17113.28202.2256.8361.5195th-Percentile Queue Length [ft/ln] 0.6718.104.174.538.092.272.4695th-Percentile Queue Length [veh/ln] 9.27308.4657.8762.93114.4831.5734.1750th-Percentile Queue Length [ft/ln] 0.3712.342.312.524.581.261.3750th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACDCCLane Group LOS 9.0726.435.5733.7535.4222.4622.34d, Delay for Lane Group [s/veh] 0.070.930.410.760.720.240.25X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.0410.650.315.7111.891.521.40d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.280.150.110.500.500.50k, delay calibration 9.0315.785.2628.0423.5420.9320.94d1, Uniform Delay [s] 7809171248204356381416c, Capacity [veh/h] 1615190019001810161517291888s, saturation flow rate [veh/h] 0.030.450.270.090.160.050.05(v / s)_i Volume / Saturation Flow Rate 0.480.480.660.110.220.220.22g / C, Green / Cycle 3131437141414g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 65656565656565C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 233 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]22.34 22.40 35.42 0.00 0.00 0.00 33.75 5.57 0.00 0.00 26.43 9.07 Movement LOS C C D C A C A d_A, Approach Delay [s/veh]29.79 0.00 12.07 25.36 Approach LOS C A B C d_I, Intersection Delay [s/veh]21.94 Intersection LOS C Intersection V/C 0.762 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 22.43 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.888 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]215 0 1538 677 d_b, Bicycle Delay [s]25.88 32.50 1.73 14.22 I_b,int, Bicycle LOS Score for Intersection 1.932 4.132 2.668 3.056 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 234 0.512Volume to Capacity (v/c): CLevel Of Service: 28.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 284579329675281781477710713912883Total Analysis Volume [veh/h] 71145821713244371927353221Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.9680Peak Hour Factor 275560318655111721427510413512480Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 275560318655111721427510413512480Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 235 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 022170423701100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 72Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 236 264.90286.66297.32197.19202.74142.2667.6532.8957.6063.5756.4445.8095th-Percentile Queue Length [ft/ln] 10.6011.4711.897.898.115.692.711.322.302.542.261.8395th-Percentile Queue Length [veh/ln] 160.89177.43185.23110.85114.8679.0437.5818.2732.0035.3131.3525.4450th-Percentile Queue Length [ft/ln] 6.447.107.414.434.593.161.500.731.281.411.251.0250th-Percentile Queue Length [veh/ln] NoNoYesYesNoNoYesNoNoNoNoNoCritical Lane Group CCFCCDBBBBBBLane Group LOS 28.2827.7053.4727.4427.3536.3014.0012.8117.5313.8713.3618.09d, Delay for Lane Group [s/veh] 0.840.841.000.690.690.780.220.100.200.200.160.17X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.073.5323.942.051.965.750.730.240.800.680.430.75d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 24.2224.1729.5325.3925.3930.5513.2712.5716.7313.2012.9317.34d1, Uniform Delay [s] 484543328421438228681801546681801489c, Capacity [veh/h] 169219001810182619001810161519001282161519001175s, saturation flow rate [veh/h] 0.240.240.180.160.160.100.090.040.080.090.070.07(v / s)_i Volume / Saturation Flow Rate 0.290.290.180.230.230.130.420.420.420.420.420.42g / C, Green / Cycle 21211317179303030303030g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 727272727272727272727272C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 237 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]18.09 13.36 13.87 17.53 12.81 14.00 36.30 27.39 27.44 53.47 27.83 28.28 Movement LOS B B B B B B D C C F C C d_A, Approach Delay [s/veh]14.69 14.86 29.45 35.01 Approach LOS B B C D d_I, Intersection Delay [s/veh]28.18 Intersection LOS C Intersection V/C 0.472 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]25.84 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.475 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]194 194 1056 500 d_b, Bicycle Delay [s]29.34 29.34 8.03 20.25 I_b,int, Bicycle LOS Score for Intersection 2.137 1.833 2.197 2.543 Bicycle LOS B A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 238 0.000Volume to Capacity (v/c): CLevel Of Service: 24.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 130484269110Total Analysis Volume [veh/h] 30121017300Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.79600.79600.79600.79600.79600.79600.7960Peak Hour Factor 100367055010Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 0000000Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 100367055010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 239 CIntersection LOS 0.10d_I, Intersection Delay [s/veh] BAAApproach LOS 11.290.000.01d_A, Approach Delay [s/veh] 1.700.000.000.000.000.090.0995th-Percentile Queue Length [ft/ln] 0.070.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln] BCAAAACMovement LOS 11.2924.700.000.000.009.5116.40d_M, Delay for Movement [s/veh] 0.020.000.000.010.010.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 240 0.499Volume to Capacity (v/c): DLevel Of Service: 32.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00181.00100.00100.00Pocket Length [ft] 000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 121298007149657Total Analysis Volume [veh/h] 332200237164Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.83700.83700.83700.83700.83700.8370Peak Hour Factor 101086706125550Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 101086706125550Base Volume Input [veh/h] Miramonte DriveLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 241 DIntersection LOS 2.47d_I, Intersection Delay [s/veh] DAAApproach LOS 30.210.080.00d_A, Approach Delay [s/veh] 1.5264.360.000.640.000.0095th-Percentile Queue Length [ft/ln] 0.062.570.000.030.000.0095th-Percentile Queue Length [veh/ln] BDAAAAMovement LOS 11.0931.990.009.390.000.00d_M, Delay for Movement [s/veh] 0.020.500.010.010.000.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 242 0.997Volume to Capacity (v/c): ELevel Of Service: 62.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 1201463361766017065731124048Total Analysis Volume [veh/h] 3037194415017714831012Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 1111353331625546515329113744Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1111353331625546515329113744Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 243 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01500463103900390Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 85Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 244 311.6996.82653.98752.2429.0617.3228.7129.2995th-Percentile Queue Length [ft/ln] 12.473.8726.1630.091.160.691.151.1795th-Percentile Queue Length [veh/ln] 194.6953.79459.53532.5316.149.6215.9516.2750th-Percentile Queue Length [ft/ln] 7.792.1518.3821.300.650.380.640.6550th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group FBFFBBBBLane Group LOS 68.6912.4575.5776.9315.3217.3215.3017.70d, Delay for Lane Group [s/veh] 1.020.231.051.060.070.050.070.08X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 30.810.1346.5551.940.180.170.180.27d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.410.500.500.500.500.50k, delay calibration 37.8812.3229.0325.0015.1417.1515.1217.43d1, Uniform Delay [s] 264911575666783596753592c, Capacity [veh/h] 17121845181016151900137418261368s, saturation flow rate [veh/h] 0.160.110.330.440.030.020.030.04(v / s)_i Volume / Saturation Flow Rate 0.130.490.320.410.410.410.410.41g / C, Green / Cycle 1142273535353535g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 8585858585858585C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 245 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]17.70 15.30 15.30 17.32 15.32 76.93 75.57 12.45 12.45 68.69 68.69 68.69 Movement LOS B B B B B F F B B E E E d_A, Approach Delay [s/veh]16.45 70.18 59.11 68.69 Approach LOS B E E E d_I, Intersection Delay [s/veh]62.71 Intersection LOS E Intersection V/C 0.997 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]32.21 0.00 32.21 32.21 I_p,int, Pedestrian LOS Score for Intersection 1.994 0.000 2.683 1.954 Crosswalk LOS A F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]824 824 988 259 d_b, Bicycle Delay [s]14.71 14.71 10.88 32.21 I_b,int, Bicycle LOS Score for Intersection 1.725 2.870 2.901 2.003 Bicycle LOS A C C B ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 1: 1 Year 2040 Without Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 246 Buildout Year (2040) With Project Apx - 247 Intersection Analysis Summary 9/26/2018Report File: G:\...\AM LRP.pdf Scenario 2 Year 2040 With ProjectVistro File: G:\...\AM LR.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. E70.81.025EB LeftHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C24.70.423WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 D34.10.031EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C21.40.432EB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 C23.10.772NB RightHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 F89.81.060WB LeftHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 248 1.060Volume to Capacity (v/c): FLevel Of Service: 89.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 04505715594530156264000Total Analysis Volume [veh/h] 0112143140113039116000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 03945004903970137256000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 01811151013010000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 03764894893460124246000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 249 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0863205400140000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 100Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 250 56.04830.471419.57266.9780.5195th-Percentile Queue Length [ft/ln] 2.2433.2256.7810.683.2295th-Percentile Queue Length [veh/ln] 31.14576.281002.90162.4644.7350th-Percentile Queue Length [ft/ln] 1.2523.0540.126.501.7950th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group AFFFDLane Group LOS 2.43115.33114.81103.7247.31d, Delay for Lane Group [s/veh] 0.291.131.170.950.36X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.2879.3389.7559.025.40d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.300.490.500.500.50k, delay calibration 2.1536.0025.0744.7041.91d1, Uniform Delay [s] 1556507863164184c, Capacity [veh/h] 19001810173116151812s, saturation flow rate [veh/h] 0.240.320.580.100.04(v / s)_i Volume / Saturation Flow Rate 0.820.280.500.100.10g / C, Green / Cycle 8228501010g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 100100100100100C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 251 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 47.31 47.31 103.72 0.00 114.81 114.81 115.33 2.43 0.00 Movement LOS D D F F F F A d_A, Approach Delay [s/veh]0.00 86.95 114.81 65.57 Approach LOS A F F E d_I, Intersection Delay [s/veh]89.77 Intersection LOS F Intersection V/C 1.060 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 39.61 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.828 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 200 1000 1640 d_b, Bicycle Delay [s]50.00 40.50 12.50 1.62 I_b,int, Bicycle LOS Score for Intersection 4.132 1.926 3.229 3.244 Bicycle LOS D A C C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 252 0.772Volume to Capacity (v/c): CLevel Of Service: 23.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 639950041610800019014111Total Analysis Volume [veh/h] 16249001042700048353Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.87340.87340.95000.95000.87340.87340.95000.95000.95000.87340.87340.8734Peak Hour Factor 55869003639400016612310Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 321006010001088Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5284800303930001561152Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 253 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0410054130000110Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 65Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 254 15.03518.9354.3076.89163.4748.6652.6195th-Percentile Queue Length [ft/ln] 0.6020.762.173.086.541.952.1095th-Percentile Queue Length [veh/ln] 8.35362.7530.1642.7190.8227.0429.2350th-Percentile Queue Length [ft/ln] 0.3314.511.211.713.631.081.1750th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACDCCLane Group LOS 6.8527.933.7132.3138.7925.4025.25d, Delay for Lane Group [s/veh] 0.070.950.310.630.690.250.25X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.0314.170.133.8813.371.991.83d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.360.110.110.500.500.50k, delay calibration 6.8213.753.5828.4325.4223.4123.41d1, Uniform Delay [s] 89110481343170275294321c, Capacity [veh/h] 1615190019001810161517291887s, saturation flow rate [veh/h] 0.040.520.220.060.120.040.04(v / s)_i Volume / Saturation Flow Rate 0.550.550.710.090.170.170.17g / C, Green / Cycle 3636466111111g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 65656565656565C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 255 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]25.25 25.33 38.79 0.00 0.00 0.00 32.31 3.71 0.00 0.00 27.93 6.85 Movement LOS C C D C A C A d_A, Approach Delay [s/veh]32.80 0.00 9.60 26.67 Approach LOS C A A C d_I, Intersection Delay [s/veh]23.11 Intersection LOS C Intersection V/C 0.772 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 22.43 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.849 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]215 0 1538 1138 d_b, Bicycle Delay [s]25.88 32.50 1.73 6.03 I_b,int, Bicycle LOS Score for Intersection 1.842 4.132 2.424 3.305 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 256 0.432Volume to Capacity (v/c): CLevel Of Service: 21.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 104471625530020120210792738882Total Analysis Volume [veh/h] 2611816147550502723182220Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.97700.9770Peak Hour Factor 102460615429319619710590718680Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1010011132133150101Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 92450615328216418410275717679Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 257 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 011120424301100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 66Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 258 186.11193.8143.6689.9793.82142.8475.3536.0937.3324.6629.3438.3295th-Percentile Queue Length [ft/ln] 7.447.751.753.603.755.713.011.441.490.991.171.5395th-Percentile Queue Length [veh/ln] 103.39108.4324.2649.9852.1279.3641.8620.0520.7413.7016.3021.2950th-Percentile Queue Length [ft/ln] 4.144.340.972.002.083.171.670.800.830.550.650.8550th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCCCBCBABAABLane Group LOS 28.8628.4931.8620.0319.9832.5011.219.8912.539.759.7315.08d, Delay for Lane Group [s/veh] 0.780.780.460.360.360.780.260.120.140.090.100.16X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 3.773.442.490.450.425.120.830.270.440.250.210.69d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 25.0825.0529.3719.5819.5627.3710.389.6212.109.519.5214.40d1, Uniform Delay [s] 357381134483510257769905663769905506c, Capacity [veh/h] 178319001810179919001810161519001330161519001087s, saturation flow rate [veh/h] 0.160.160.030.100.100.110.130.060.070.050.050.08(v / s)_i Volume / Saturation Flow Rate 0.200.200.070.270.270.140.480.480.480.480.480.48g / C, Green / Cycle 1313518189323232323232g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 666666666666666666666666C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 259 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]15.08 9.73 9.75 12.53 9.89 11.21 32.50 20.00 20.03 31.86 28.62 28.86 Movement LOS B A A B A B C C C C C C d_A, Approach Delay [s/veh]11.54 11.16 24.52 28.98 Approach LOS B B C C d_I, Intersection Delay [s/veh]21.43 Intersection LOS C Intersection V/C 0.432 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]22.92 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.389 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]212 212 1152 212 d_b, Bicycle Delay [s]26.37 26.37 5.94 26.37 I_b,int, Bicycle LOS Score for Intersection 1.961 1.890 2.018 2.085 Bicycle LOS A A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 260 0.031Volume to Capacity (v/c): DLevel Of Service: 34.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 15479384987637Total Analysis Volume [veh/h] 412234124199Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.80600.80600.80600.80600.80600.80600.8060Peak Hour Factor 12367564016130Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 1135616030Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10175040010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 261 DIntersection LOS 1.28d_I, Intersection Delay [s/veh] CAAApproach LOS 16.500.002.79d_A, Approach Delay [s/veh] 2.132.410.000.000.0011.1011.1095th-Percentile Queue Length [ft/ln] 0.090.100.000.000.000.440.4495th-Percentile Queue Length [veh/ln] BDAAABCMovement LOS 11.8134.080.000.000.0012.3220.76d_M, Delay for Movement [s/veh] 0.030.030.000.010.000.100.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 262 0.423Volume to Capacity (v/c): CLevel Of Service: 24.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 25.0025.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00181.00100.00100.00100.00Pocket Length [ft] 000000001000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Intersection Setup 0000Pedestrian Volume [ped/h] 1601322200418386765410Total Analysis Volume [veh/h] 4033600102091191350Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.86070.86070.86070.86070.95000.95000.86070.86070.86070.86070.86070.8607Peak Hour Factor 1401141900357215654660Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0001900351200900Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 14011400007095653760Base Volume Input [veh/h] Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 263 CIntersection LOS 2.23d_I, Intersection Delay [s/veh] CBAAApproach LOS 23.1611.560.060.00d_A, Approach Delay [s/veh] 1.770.0050.413.000.000.000.000.000.470.000.000.0095th-Percentile Queue Length [ft/ln] 0.070.002.020.120.000.000.000.000.020.000.000.0095th-Percentile Queue Length [veh/ln] BCBAAAAAMovement LOS 10.310.0024.7111.560.000.000.000.008.720.000.000.00d_M, Delay for Movement [s/veh] 0.020.000.420.040.000.000.000.010.010.000.010.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 0000Number of Storage Spaces in Median NoNoTwo-Stage Gap Acceptance 0000Storage Area [veh] Flared Lane StopStopFreeFreePriority Scheme Intersection Settings 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 264 1.025Volume to Capacity (v/c): ELevel Of Service: 70.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 88171173597482856547983546Total Analysis Volume [veh/h] 2243492412121413202912Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 78152153186429761487073141Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000007024330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 68152153186359737456772141Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 265 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01700452805000500Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 266 343.5777.22596.13993.4926.5043.9622.8227.0595th-Percentile Queue Length [ft/ln] 13.743.0923.8539.741.061.760.911.0895th-Percentile Queue Length [veh/ln] 218.8742.90411.67710.7014.7224.4212.6815.0350th-Percentile Queue Length [ft/ln] 8.751.7216.4728.430.590.980.510.6050th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group FBFFBBBBLane Group LOS 73.3316.7085.1085.0113.0915.4513.0115.09d, Delay for Lane Group [s/veh] 1.020.171.051.090.060.110.050.07X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 31.340.1049.6060.540.120.320.100.19d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.340.500.500.500.500.50k, delay calibration 41.9916.5935.5024.4712.9715.1312.9114.91d1, Uniform Delay [s] 270782457783921702892692c, Capacity [veh/h] 16881815181016151900138518401371s, saturation flow rate [veh/h] 0.160.070.270.530.030.060.020.03(v / s)_i Volume / Saturation Flow Rate 0.140.430.250.480.480.480.480.48g / C, Green / Cycle 1341244646464646g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 9595959595959595C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 267 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]15.09 13.01 13.01 15.45 13.09 85.01 85.10 16.70 16.70 73.33 73.33 73.33 Movement LOS B B B B B F F B B E E E d_A, Approach Delay [s/veh]14.08 75.52 70.40 73.33 Approach LOS B E E E d_I, Intersection Delay [s/veh]70.84 Intersection LOS E Intersection V/C 1.025 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]37.14 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 2.019 0.000 2.679 2.016 Crosswalk LOS B F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]968 968 863 274 d_b, Bicycle Delay [s]12.64 12.64 15.35 35.39 I_b,int, Bicycle LOS Score for Intersection 1.706 3.191 2.573 2.015 Bicycle LOS A C B B ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 268 Intersection Analysis Summary 9/26/2018Report File: G:\...\PM LRP.pdf Scenario 2 Year 2040 With ProjectVistro File: G:\...\PM LR.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. E72.41.018SB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 D33.40.512WB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Miramonte Drive (EW)5 D28.00.037EB LeftHCM 6th EditionTwo-way stopLittle Mountain Drive (NS) at Little Mountain Court (EW)4 C28.80.532WB LeftHCM 6th EditionSignalizedMt. Vernon Avenue (NS) at Highland Avenue (EW)3 C23.30.782NB RightHCM 6th EditionSignalizedI215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW)2 E69.70.980EB ThruHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 269 0.980Volume to Capacity (v/c): ELevel Of Service: 69.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 038551039954901728125000Total Analysis Volume [veh/h] 096127100137043231000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 035547036850601597115000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0245090002000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 033146536849701597113000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 270 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0883305500170000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 105Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 271 63.22644.221209.61258.97176.3595th-Percentile Queue Length [ft/ln] 2.5325.7748.3810.367.0595th-Percentile Queue Length [veh/ln] 35.12460.18877.06156.4297.9750th-Percentile Queue Length [ft/ln] 1.4018.4135.086.263.9250th-Percentile Queue Length [veh/ln] NoYesYesYesNoCritical Lane Group AFFEDLane Group LOS 2.8681.0591.3778.7353.94d, Delay for Lane Group [s/veh] 0.251.021.110.850.59X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 0.1943.0664.3033.7710.59d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.240.440.500.500.50k, delay calibration 2.6738.0027.0744.9743.35d1, Uniform Delay [s] 1517500857202227c, Capacity [veh/h] 19001810176916151815s, saturation flow rate [veh/h] 0.200.280.540.110.07(v / s)_i Volume / Saturation Flow Rate 0.800.280.490.120.12g / C, Green / Cycle 8429511313g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 105105105105105C, Cycle Length [s] CLCRCLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 272 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 53.94 53.94 78.73 0.00 91.37 91.37 81.05 2.86 0.00 Movement LOS D D E F F F A d_A, Approach Delay [s/veh]0.00 67.92 91.37 47.42 Approach LOS A E F D d_I, Intersection Delay [s/veh]69.73 Intersection LOS E Intersection V/C 0.980 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 42.08 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.871 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 248 971 1600 d_b, Bicycle Delay [s]52.50 40.30 13.89 2.10 I_b,int, Bicycle LOS Score for Intersection 4.132 2.063 3.124 3.036 Bicycle LOS D B C C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 273 0.782Volume to Capacity (v/c): CLevel Of Service: 23.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 2: I215 NB Ramps (NS) at Mt. Vernon Ave/27th St (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00295.00100.00100.00100.00195.00100.00100.00Pocket Length [ft] 000001000100No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 618820052915500025818213Total Analysis Volume [veh/h] 15221001323900065453Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.91800.91800.95000.95000.91800.91800.95000.95000.95000.91800.91800.9180Peak Hour Factor 568100048614200023716712Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 52900110000200Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 517810047514200023516712Base Volume Input [veh/h] 27th StreetMt. Vernon AvenueI-215 NB RampsI-215 NB RampsName Volumes 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 274 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.00.00.02.02.00.00.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.00.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070000070Walk [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Vehicle Extension [s] 0280052240000130Split [s] 0.01.00.00.01.01.00.00.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.00.00.00.03.00.0Amber [s] 0300030300000300Maximum Green [s] 070077000070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083000020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 65Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 275 17.56482.39100.41113.57214.4558.3663.1395th-Percentile Queue Length [ft/ln] 0.7019.304.024.548.582.332.5395th-Percentile Queue Length [veh/ln] 9.76332.8055.7863.09123.3732.4235.0750th-Percentile Queue Length [ft/ln] 0.3913.312.232.524.931.301.4050th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoNoCritical Lane Group ACACDCCLane Group LOS 8.6828.575.2833.8939.5723.2923.16d, Delay for Lane Group [s/veh] 0.080.940.420.760.770.260.26X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.0413.060.325.8215.281.731.59d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.330.160.110.500.500.50k, delay calibration 8.6415.514.9628.0724.2821.5721.57d1, Uniform Delay [s] 7999401270203337361394c, Capacity [veh/h] 1615190019001810161517291888s, saturation flow rate [veh/h] 0.040.460.280.090.160.050.05(v / s)_i Volume / Saturation Flow Rate 0.500.500.670.110.210.210.21g / C, Green / Cycle 3232437141414g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 65656565656565C, Cycle Length [s] RCCLRCCLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 276 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]23.16 23.23 39.57 0.00 0.00 0.00 33.89 5.28 0.00 0.00 28.57 8.68 Movement LOS C C D C A C A d_A, Approach Delay [s/veh]32.53 0.00 11.76 27.28 Approach LOS C A B C d_I, Intersection Delay [s/veh]23.32 Intersection LOS C Intersection V/C 0.782 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 22.43 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.891 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]277 0 1477 738 d_b, Bicycle Delay [s]24.12 32.50 2.22 12.93 I_b,int, Bicycle LOS Score for Intersection 1.933 4.132 2.688 3.116 Bicycle LOS A D B C ----------------Ring 4 ----------------Ring 3 -------------8--Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 277 0.532Volume to Capacity (v/c): CLevel Of Service: 28.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 3: Mt. Vernon Avenue (NS) at Highland Avenue (EW) Intersection Level Of Service Report NoNoNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 40.0040.0035.0035.00Speed [mph] 100.00100.00273.00100.00100.00175.00100.00100.0093.00100.00100.00133.00Pocket Length [ft] 001001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 286579329675281831618311313913083Total Analysis Volume [veh/h] 72145821713246402128353321Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.96800.9680Peak Hour Factor 277560318655111771568010913512680Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 2000051455020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 275560318655111721427510413512480Base Volume Input [veh/h] Highland AvenueHighland AvenueMt. Vernon AvenueMt. Vernon AvenueName Volumes 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 278 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoMinimum Recall 0.02.02.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 0000310000000Pedestrian Clearance [s] 070070070070Walk [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 022170423701100110Split [s] 0.01.01.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.03.00.03.03.00.03.00.00.03.00.0Amber [s] 030300303003000300Maximum Green [s] 077077070070Minimum Green [s] --Lead--Lead------Lead / Lag Auxiliary Signal Groups 047083060020Signal group PermissPermissProtectePermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 73Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 279 269.29291.52310.04197.92203.54148.3476.3036.2562.3464.7458.4747.2995th-Percentile Queue Length [ft/ln] 10.7711.6612.407.928.145.933.051.452.492.592.341.8995th-Percentile Queue Length [veh/ln] 164.21181.15193.46111.38115.4482.4142.3920.1434.6335.9732.4826.2750th-Percentile Queue Length [ft/ln] 6.577.257.744.464.623.301.700.811.391.441.301.0550th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoNoNoNoNoCritical Lane Group CCFCCDBBBBBBLane Group LOS 28.7128.1157.7127.2727.1836.6514.4213.0717.9614.0813.5818.74d, Delay for Lane Group [s/veh] 0.840.841.020.680.680.790.240.100.210.200.160.18X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 4.133.5827.691.871.795.780.820.260.870.680.440.81d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.110.110.500.500.500.500.500.50k, delay calibration 24.5724.5330.0225.4025.3930.8713.6012.8117.0913.4013.1517.94d1, Uniform Delay [s] 484543323431448233680800543680800474c, Capacity [veh/h] 169119001810182619001810161519001280161519001154s, saturation flow rate [veh/h] 0.240.240.180.160.160.100.100.040.090.090.070.07(v / s)_i Volume / Saturation Flow Rate 0.290.290.180.240.240.130.420.420.420.420.420.42g / C, Green / Cycle 21211317179313131313131g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 737373737373737373737373C, Cycle Length [s] CCLCCLCCLRCLLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 280 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]18.74 13.58 14.08 17.96 13.07 14.42 36.65 27.22 27.27 57.71 28.24 28.71 Movement LOS B B B B B B D C C F C C d_A, Approach Delay [s/veh]15.00 15.23 29.44 36.47 Approach LOS B B C D d_I, Intersection Delay [s/veh]28.78 Intersection LOS C Intersection V/C 0.482 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]26.33 0.00 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.477 0.000 0.000 0.000 Crosswalk LOS B F F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]192 192 1041 493 d_b, Bicycle Delay [s]29.84 29.84 8.39 20.72 I_b,int, Bicycle LOS Score for Intersection 2.140 1.854 2.201 2.545 Bicycle LOS B A B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 281 0.037Volume to Capacity (v/c): DLevel Of Service: 28.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 4: Little Mountain Drive (NS) at Little Mountain Court (EW) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 25.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00108.00Pocket Length [ft] 0000001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftU-turnTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Intersection Setup 000Pedestrian Volume [ped/h] 3565843691168Total Analysis Volume [veh/h] 92121117342Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.79600.79600.79600.79600.79600.79600.7960Peak Hour Factor 2854671550136Total Hourly Volume [veh/h] 0000000Other Volume [veh/h] 0000000Existing Site Adjustment Volume [veh/h] 0000000Pass-by Trips [veh/h] 0000000Diverted Trips [veh/h] 185110126Site-Generated Trips [veh/h] 0000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 100367055010Base Volume Input [veh/h] Little Mountain CourtLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 282 DIntersection LOS 0.54d_I, Intersection Delay [s/veh] BAAApproach LOS 13.960.000.41d_A, Approach Delay [s/veh] 4.772.860.000.000.001.931.9395th-Percentile Queue Length [ft/ln] 0.190.110.000.000.000.080.0895th-Percentile Queue Length [veh/ln] BDAAAACMovement LOS 11.5627.990.000.000.009.8517.23d_M, Delay for Movement [s/veh] 0.060.040.000.010.010.020.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 283 0.512Volume to Capacity (v/c): DLevel Of Service: 33.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 5: Little Mountain Drive (NS) at Miramonte Drive (EW) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 25.0025.0045.0045.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00181.00100.00100.00100.00Pocket Length [ft] 000000001000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Intersection Setup 0000Pedestrian Volume [ped/h] 1201293200882271496770Total Analysis Volume [veh/h] 303280022052371690Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.83700.83700.83700.83700.95000.95000.83700.83700.83700.83700.83700.8370Peak Hour Factor 1001082700768861255670Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000270071800170Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 100108000067061255500Base Volume Input [veh/h] Miramonte DriveProject DrivewayLittle Mountain DriveLittle Mountain DriveName Volumes 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 284 DIntersection LOS 2.65d_I, Intersection Delay [s/veh] DBAAApproach LOS 31.5011.430.080.00d_A, Approach Delay [s/veh] 1.550.0067.034.280.000.000.000.000.650.000.000.0095th-Percentile Queue Length [ft/ln] 0.060.002.680.170.000.000.000.000.030.000.000.0095th-Percentile Queue Length [veh/ln] BDBAAAAAMovement LOS 11.190.0033.3911.430.000.000.000.009.460.000.000.00d_M, Delay for Movement [s/veh] 0.020.000.510.050.000.000.000.010.010.000.010.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 0000Number of Storage Spaces in Median NoNoTwo-Stage Gap Acceptance 0000Storage Area [veh] Flared Lane StopStopFreeFreePriority Scheme Intersection Settings 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 285 1.018Volume to Capacity (v/c): ELevel Of Service: 72.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 1231463361766157436337124248Total Analysis Volume [veh/h] 3137194415418616931112Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 1131353331625676855834113944Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 20000133455020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1111353331625546515329113744Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 286 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01800543604600460Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 100Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 287 323.95117.45781.07941.8238.7724.9035.4434.8095th-Percentile Queue Length [ft/ln] 12.964.7031.2437.671.551.001.421.3995th-Percentile Queue Length [veh/ln] 206.2065.25557.17669.1221.5413.8319.6919.3350th-Percentile Queue Length [ft/ln] 8.252.6122.2926.760.860.550.790.7750th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group EBFFBCBCLane Group LOS 61.7014.1989.0893.6617.6620.0317.5820.42d, Delay for Lane Group [s/veh] 0.970.231.061.100.080.060.070.08X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 18.100.1355.0764.600.190.200.180.28d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.500.500.50k, delay calibration 43.6014.0634.0129.0617.4719.8317.4020.14d1, Uniform Delay [s] 281924579676796592766584c, Capacity [veh/h] 17351845181016151900137118281360s, saturation flow rate [veh/h] 0.160.110.340.460.030.030.030.04(v / s)_i Volume / Saturation Flow Rate 0.140.500.320.420.420.420.420.42g / C, Green / Cycle 1450324242424242g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 100100100100100100100100C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 288 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]20.42 17.58 17.58 20.03 17.66 93.66 89.08 14.19 14.19 61.70 61.70 61.70 Movement LOS C B B C B F F B B E E E d_A, Approach Delay [s/veh]18.92 84.75 69.88 61.70 Approach LOS B F E E d_I, Intersection Delay [s/veh]72.38 Intersection LOS E Intersection V/C 1.018 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]39.61 0.00 39.61 39.61 I_p,int, Pedestrian LOS Score for Intersection 2.005 0.000 2.706 1.974 Crosswalk LOS B F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]840 840 1000 280 d_b, Bicycle Delay [s]16.82 16.82 12.50 36.98 I_b,int, Bicycle LOS Score for Intersection 1.728 2.951 2.924 2.008 Bicycle LOS A C C B ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak HourScenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 289 Intersection Analysis Summary 9/26/2018Report File: G:\...\AM LRP MIT.pdf Scenario 2 Year 2040 With ProjectVistro File: G:\...\AM LR MIT.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. D39.10.904SB RightHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C33.30.842WB LeftHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 290 0.842Volume to Capacity (v/c): CLevel Of Service: 33.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 04505715594530156264000Total Analysis Volume [veh/h] 0112143140113039116000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.87600.87600.87600.87600.95000.87600.87600.87600.95000.95000.9500Peak Hour Factor 03945004903970137256000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 01811151013010000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 03764894893460124246000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 291 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0472202500130000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 292 45.72468.03392.47211.20124.0141.7795th-Percentile Queue Length [ft/ln] 1.8318.7215.708.454.961.6795th-Percentile Queue Length [veh/ln] 25.40309.83260.20121.0068.9023.2050th-Percentile Queue Length [ft/ln] 1.0212.3910.414.842.760.9350th-Percentile Queue Length [veh/ln] NoYesYesNoYesNoCritical Lane Group AFDBDCLane Group LOS 3.3559.1843.7818.0335.7524.43d, Delay for Lane Group [s/veh] 0.331.050.990.690.630.24X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.1438.1724.261.2711.872.04d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.180.230.110.500.50k, delay calibration 3.2021.0119.5216.7623.8922.39d1, Uniform Delay [s] 1358543562661246276c, Capacity [veh/h] 190018101615190016151812s, saturation flow rate [veh/h] 0.240.320.350.240.100.04(v / s)_i Volume / Saturation Flow Rate 0.720.300.350.350.150.15g / C, Green / Cycle 4318212199g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 606060606060C, Cycle Length [s] CLCCRCLane Group Lane Group Calculations 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 293 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 24.43 24.43 35.75 0.00 18.03 43.78 59.18 3.35 0.00 Movement LOS C C D B D F A d_A, Approach Delay [s/veh]0.00 32.39 32.25 34.57 Approach LOS A C C C d_I, Intersection Delay [s/veh]33.32 Intersection LOS C Intersection V/C 0.842 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.801 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 300 700 1433 d_b, Bicycle Delay [s]30.00 21.68 12.68 2.41 I_b,int, Bicycle LOS Score for Intersection 4.132 1.926 2.395 3.244 Bicycle LOS D A B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 294 0.904Volume to Capacity (v/c): DLevel Of Service: 39.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 88171173597482856547983546Total Analysis Volume [veh/h] 2243492412121413202912Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.88930.8893Peak Hour Factor 78152153186429761487073141Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 1000007024330100Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 68152153186359737456772141Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 295 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01400321804300430Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 296 241.2765.07190.91675.0717.3329.4515.5518.7795th-Percentile Queue Length [ft/ln] 9.652.607.6427.000.691.180.620.7595th-Percentile Queue Length [veh/ln] 143.1636.15106.35486.449.6316.368.6410.4350th-Percentile Queue Length [ft/ln] 5.731.454.2519.460.390.650.350.4250th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBCFABABLane Group LOS 41.2416.1433.5852.678.9210.718.8510.44d, Delay for Lane Group [s/veh] 0.900.200.831.010.050.100.040.06X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 9.110.143.2334.750.100.270.090.15d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 32.1216.0030.3517.928.8110.448.7710.29d1, Uniform Delay [s] 308674578843992771961761c, Capacity [veh/h] 16771815351416151900138518401371s, saturation flow rate [veh/h] 0.160.070.140.530.030.060.020.03(v / s)_i Volume / Saturation Flow Rate 0.150.370.160.520.520.520.520.52g / C, Green / Cycle 1228123939393939g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 297 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]10.44 8.85 8.85 10.71 8.92 52.67 33.58 16.14 16.14 41.24 41.24 41.24 Movement LOS B A A B A F C B B D D D d_A, Approach Delay [s/veh]9.67 46.93 29.83 41.24 Approach LOS A D C D d_I, Intersection Delay [s/veh]39.11 Intersection LOS D Intersection V/C 0.904 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 2.007 0.000 2.739 2.004 Crosswalk LOS B F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1040 1040 747 267 d_b, Bicycle Delay [s]8.64 8.64 14.73 28.17 I_b,int, Bicycle LOS Score for Intersection 1.706 3.191 2.573 2.015 Bicycle LOS A C B B ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/26/2018 Morning Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 298 Intersection Analysis Summary 9/26/2018Report File: G:\...\PM LRP MIT.pdf Scenario 2 Year 2040 With ProjectVistro File: G:\...\PM LR MIT.vistro Human Resources Transitional Assistance V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For all other control types, they are taken for the whole intersection. C32.20.861EB LeftHCM 6th EditionSignalizedMiramonte Dr/Little Mountain Dr (NS) at 27th Street (EW)6 C24.50.773EB RightHCM 6th EditionSignalizedI-215 SB Ramps (NS) at Mt. Vernon Avenue (EW)1 LOSDelay (s/veh)V/CWorst MvmtMethodControl TypeIntersection NameID 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 299 0.773Volume to Capacity (v/c): CLevel Of Service: 24.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 1: I-215 SB Ramps (NS) at Mt. Vernon Avenue (EW) Intersection Level Of Service Report NoNoYesNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 35.0035.0030.0030.00Speed [mph] 100.00100.00313.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 001000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 038752540155301898125000Total Analysis Volume [veh/h] 097131100138047231000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.95000.92200.92200.92200.92200.95000.92200.92200.92200.95000.95000.9500Peak Hour Factor 035748437051001747115000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 0261921301502000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 033146536849701597113000Base Volume Input [veh/h] Mt. Vernon AvenueMt. Vernon AvenueI-215 SB RampsI-215 SB RampsName Volumes 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 300 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0150000000000Pedestrian Clearance [s] 070070070000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0452302200150000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 077070070000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 60Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 301 50.12300.20306.07249.81139.1183.5595th-Percentile Queue Length [ft/ln] 2.0012.0112.249.995.563.3495th-Percentile Queue Length [veh/ln] 27.84187.82192.34149.5477.2846.4250th-Percentile Queue Length [ft/ln] 1.117.517.695.983.091.8650th-Percentile Queue Length [veh/ln] NoYesYesNoYesNoCritical Lane Group ACCCCCLane Group LOS 3.9728.4734.9823.0732.1024.87d, Delay for Lane Group [s/veh] 0.300.920.960.840.630.39X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.138.6014.273.399.583.42d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.140.140.110.500.50k, delay calibration 3.8519.8720.7119.6822.5221.46d1, Uniform Delay [s] 1293569495569301338c, Capacity [veh/h] 190018101655190016151815s, saturation flow rate [veh/h] 0.200.290.290.250.120.07(v / s)_i Volume / Saturation Flow Rate 0.680.310.300.300.190.19g / C, Green / Cycle 411918181111g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 606060606060C, Cycle Length [s] CLCCRCLane Group Lane Group Calculations 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 302 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 24.87 24.87 32.10 0.00 24.71 34.98 28.47 3.97 0.00 Movement LOS C C C C C C A d_A, Approach Delay [s/veh]0.00 29.12 29.02 18.07 Approach LOS A C C B d_I, Intersection Delay [s/veh]24.47 Intersection LOS C Intersection V/C 0.773 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 20.01 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 0.000 1.849 0.000 0.000 Crosswalk LOS F A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 367 600 1367 d_b, Bicycle Delay [s]30.00 20.01 14.70 3.01 I_b,int, Bicycle LOS Score for Intersection 4.132 2.091 2.347 3.064 Bicycle LOS D B B C ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 303 0.861Volume to Capacity (v/c): CLevel Of Service: 32.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 6: Miramonte Dr/Little Mountain Dr (NS) at 27th Street (EW) Intersection Level Of Service Report YesYesNoYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 25.0035.0045.0025.00Speed [mph] 100.00100.00100.00100.00100.00377.00100.00100.0078.00100.00100.0050.00Pocket Length [ft] 000001001001No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 1231463361766177456337124248Total Analysis Volume [veh/h] 3137194415418616931112Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 0.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.92200.9220Peak Hour Factor 1131353331625696875834113944Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 20000153655020Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Rate 0.000.000.000.000.000.000.000.000.000.000.000.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1111353331625546515329113744Base Volume Input [veh/h] 27th Street27th StreetLittle Mountain DriveMiramonte DriveName Volumes 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 304 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoPedestrian Recall NoNoNoNoNoMaximum Recall NoNoNoNoNoMinimum Recall 0.02.00.00.02.02.00.02.00.00.02.00.0l2, Clearance Lost Time [s] 0.02.00.00.02.02.00.02.00.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 000021002800140Pedestrian Clearance [s] 070070070070Walk [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Vehicle Extension [s] 01600341804100410Split [s] 0.01.00.00.01.01.00.01.00.00.01.00.0All red [s] 0.03.00.00.03.03.00.03.00.00.03.00.0Amber [s] 03000303003000300Maximum Green [s] 070077070070Minimum Green [s] -----Lead------Lead / Lag Auxiliary Signal Groups 040083060020Signal group PermissPermissPermissPermissPermissProtectePermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 6.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern IsolatedCoordination Type 75Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 305 226.87103.42245.16499.1122.0614.5321.1521.1695th-Percentile Queue Length [ft/ln] 9.074.149.8119.960.880.580.850.8595th-Percentile Queue Length [veh/ln] 132.4857.45146.06346.4812.258.0711.7511.7650th-Percentile Queue Length [ft/ln] 5.302.305.8413.860.490.320.470.4750th-Percentile Queue Length [veh/ln] YesNoYesYesNoNoNoNoCritical Lane Group DBDDBBABLane Group LOS 37.1315.5637.3836.7410.0311.539.9811.76d, Delay for Lane Group [s/veh] 0.840.290.940.930.070.050.060.07X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 5.660.217.2918.990.140.130.130.18d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.500.500.500.50k, delay calibration 31.4615.3530.0917.759.8911.409.8511.58d1, Uniform Delay [s] 325735656800941722905714c, Capacity [veh/h] 17501845351416151900137118281360s, saturation flow rate [veh/h] 0.160.110.180.460.030.030.030.04(v / s)_i Volume / Saturation Flow Rate 0.160.400.190.490.490.490.490.49g / C, Green / Cycle 1230143737373737g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 2.000.000.000.000.002.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 7575757575757575C, Cycle Length [s] CCLRCLCLLane Group Lane Group Calculations 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 306 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]11.76 9.98 9.98 11.53 10.03 36.74 37.38 15.56 15.56 37.13 37.13 37.13 Movement LOS B A A B B D D B B D D D d_A, Approach Delay [s/veh]10.82 33.64 31.80 37.13 Approach LOS B C C D d_I, Intersection Delay [s/veh]32.23 Intersection LOS C Intersection V/C 0.861 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]27.31 0.00 27.31 27.31 I_p,int, Pedestrian LOS Score for Intersection 1.990 0.000 2.760 1.959 Crosswalk LOS A F C A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]987 987 800 320 d_b, Bicycle Delay [s]9.63 9.63 13.50 26.46 I_b,int, Bicycle LOS Score for Intersection 1.728 2.954 2.927 2.008 Bicycle LOS A C C B ----------------Ring 4 ----------------Ring 3 -------------8-6Ring 2 -------------432Ring 1 Sequence 9/26/2018 Evening Peak Hour With Improvements Scenario 2: 2 Year 2040 With Project Human Resources Transitional Assistance Version 6.00-00 Generated with Apx - 307 APPENDIX E Traffic Model Forecasting Worksheets Apx - 308 I-215 SB RAMPS (NS) / MT VERNON AVENUE (EW) - #1 FUTURE DIRECTIONAL TURN VOLUMES FROM FUTURE DIRECTIONAL LINK VOLUMES NCHRP 255 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR INPUT DATA EVENING PEAK HOUR INPUT DATA TURNING BASE YEAR YEAR 2040 TURNING BASE YEAR YEAR 2040 APPROACH MOVEMENT COUNT APPROACH TOTAL APPROACH MOVEMENT COUNT APPROACH TOTAL NORTH LEFT 0 SOUTH LEG NORTH LEFT 0 SOUTH LEG BOUND THRU 0 IN ...0 BOUND THRU 0 IN ...0 RIGHT 0 OUT ...980 RIGHT 0 OUT ...830 SOUTH LEFT 42 NORTH LEG SOUTH LEFT 51 NORTH LEG BOUND THRU 2 IN ...170 BOUND THRU 3 IN ...280 RIGHT 79 OUT ...0 RIGHT 52 OUT ...0 EAST LEFT 0 WEST LEG EAST LEFT 0 WEST LEG BOUND THRU 228 IN ...830 BOUND THRU 277 IN ...870 RIGHT 276 OUT ...500 RIGHT 207 OUT ...490 WEST LEFT 415 EAST LEG WEST LEFT 423 EAST LEG BOUND THRU 251 IN ...860 BOUND THRU 221 IN ...790 RIGHT 0 OUT ...390 RIGHT 0 OUT ...610 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR RESULTS EVENING PEAK HOUR RESULTS TURNING BASE YEAR YEAR 2040 PEAK - DAILY TURNING BASE YEAR YEAR 2040 PEAK - DAILY APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP NORTH LEFT 0 0 NORTH LEG NORTH LEFT 0 0 NORTH LEG BOUND THRU 0 0 RATIO 6.9%BOUND THRU 0 0 RATIO - RIGHT 0 0 ADT 2,500 RIGHT 0 0 ADT 0 SOUTH LEFT 42 46 SOUTH LEG SOUTH LEFT 51 113 SOUTH LEG BOUND THRU 2 2 RATIO 9.1%BOUND THRU 3 7 RATIO - RIGHT 79 124 ADT 10,800 RIGHT 52 159 ADT 0 EAST LEFT 0 0 EAST LEG EAST LEFT 0 0 EAST LEG BOUND THRU 228 346 RATIO 8.1%BOUND THRU 277 497 RATIO - RIGHT 276 489 ADT 15,600 RIGHT 207 368 ADT 0 WEST LEFT 415 489 WEST LEG WEST LEFT 423 465 WEST LEG BOUND THRU 251 376 RATIO 8.2%BOUND THRU 221 331 RATIO - RIGHT 0 0 ADT 16,200 RIGHT 0 0 ADT 0 Apx - 309 I-215 NB RAMPS (NS) / MT VERNON AVE/27TH ST (EW) - #2 FUTURE DIRECTIONAL TURN VOLUMES FROM FUTURE DIRECTIONAL LINK VOLUMES NCHRP 255 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR INPUT DATA EVENING PEAK HOUR INPUT DATA TURNING BASE YEAR YEAR 2040 TURNING BASE YEAR YEAR 2040 APPROACH MOVEMENT COUNT APPROACH TOTAL APPROACH MOVEMENT COUNT APPROACH TOTAL NORTH LEFT 2 SOUTH LEG NORTH LEFT 11 SOUTH LEG BOUND THRU 55 IN ...260 BOUND THRU 104 IN ...400 RIGHT 142 OUT ...0 RIGHT 187 OUT ...0 SOUTH LEFT 0 NORTH LEG SOUTH LEFT 0 NORTH LEG BOUND THRU 0 IN ...0 BOUND THRU 0 IN ...0 RIGHT 0 OUT ...260 RIGHT 0 OUT ...360 EAST LEFT 35 WEST LEG EAST LEFT 61 WEST LEG BOUND THRU 231 IN ...390 BOUND THRU 262 IN ...600 RIGHT 0 OUT ...850 RIGHT 0 OUT ...790 WEST LEFT 0 EAST LEG WEST LEFT 0 EAST LEG BOUND THRU 662 IN ...920 BOUND THRU 631 IN ...850 RIGHT 16 OUT ...450 RIGHT 20 OUT ...710 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR RESULTS EVENING PEAK HOUR RESULTS TURNING BASE YEAR YEAR 2040 PEAK - DAILY TURNING BASE YEAR YEAR 2040 PEAK - DAILY APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP NORTH LEFT 2 2 NORTH LEG NORTH LEFT 11 12 NORTH LEG BOUND THRU 55 115 RATIO 6.8%BOUND THRU 104 167 RATIO - RIGHT 142 156 ADT 3,800 RIGHT 187 235 ADT 0 SOUTH LEFT 0 0 SOUTH LEG SOUTH LEFT 0 0 SOUTH LEG BOUND THRU 0 0 RATIO 6.3%BOUND THRU 0 0 RATIO - RIGHT 0 0 ADT 4,300 RIGHT 0 0 ADT 0 EAST LEFT 35 93 EAST LEG EAST LEFT 61 142 EAST LEG BOUND THRU 231 303 RATIO 7.9%BOUND THRU 262 475 RATIO - RIGHT 0 0 ADT 17,200 RIGHT 0 0 ADT 0 WEST LEFT 0 0 WEST LEG WEST LEFT 0 0 WEST LEG BOUND THRU 662 848 RATIO 8.0%BOUND THRU 631 781 RATIO - RIGHT 16 52 ADT 15,500 RIGHT 20 51 ADT 0 Apx - 310 MT VERNON AVENUE (NS) / HIGHLAND AVENUE (EW) - #3 FUTURE DIRECTIONAL TURN VOLUMES FROM FUTURE DIRECTIONAL LINK VOLUMES NCHRP 255 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR INPUT DATA EVENING PEAK HOUR INPUT DATA TURNING BASE YEAR YEAR 2040 TURNING BASE YEAR YEAR 2040 APPROACH MOVEMENT COUNT APPROACH TOTAL APPROACH MOVEMENT COUNT APPROACH TOTAL NORTH LEFT 72 SOUTH LEG NORTH LEFT 71 SOUTH LEG BOUND THRU 69 IN ...240 BOUND THRU 105 IN ...330 RIGHT 60 OUT ...190 RIGHT 84 OUT ...420 SOUTH LEFT 67 NORTH LEG SOUTH LEFT 73 NORTH LEG BOUND THRU 93 IN ...350 BOUND THRU 68 IN ...290 RIGHT 167 OUT ...310 RIGHT 129 OUT ...540 EAST LEFT 149 WEST LEG EAST LEFT 156 WEST LEG BOUND THRU 256 IN ...490 BOUND THRU 417 IN ...680 RIGHT 48 OUT ...680 RIGHT 59 OUT ...770 WEST LEFT 53 EAST LEG WEST LEFT 289 EAST LEG BOUND THRU 389 IN ...660 BOUND THRU 506 IN ...1,110 RIGHT 72 OUT ...410 RIGHT 238 OUT ...750 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR RESULTS EVENING PEAK HOUR RESULTS TURNING BASE YEAR YEAR 2040 PEAK - DAILY TURNING BASE YEAR YEAR 2040 PEAK - DAILY APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP NORTH LEFT 72 79 NORTH LEG NORTH LEFT 71 80 NORTH LEG BOUND THRU 69 76 RATIO 7.1%BOUND THRU 105 124 RATIO - RIGHT 60 71 ADT 9,700 RIGHT 84 135 ADT 0 SOUTH LEFT 67 75 SOUTH LEG SOUTH LEFT 73 104 SOUTH LEG BOUND THRU 93 102 RATIO 5.1%BOUND THRU 68 75 RATIO - RIGHT 167 184 ADT 8,600 RIGHT 129 142 ADT 0 EAST LEFT 149 164 EAST LEG EAST LEFT 156 172 EAST LEG BOUND THRU 256 282 RATIO 5.1%BOUND THRU 417 511 RATIO - RIGHT 48 53 ADT 20,400 RIGHT 59 65 ADT 0 WEST LEFT 53 61 WEST LEG WEST LEFT 289 318 WEST LEG BOUND THRU 389 450 RATIO 7.2%BOUND THRU 506 560 RATIO - RIGHT 72 92 ADT 16,900 RIGHT 238 275 ADT 0 Apx - 311 LITTLE MOUNTAIN DRIVE (NS) / LITTLE MOUNTAIN COURT (EW) - #4 FUTURE DIRECTIONAL TURN VOLUMES FROM FUTURE DIRECTIONAL LINK VOLUMES NCHRP 255 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR INPUT DATA EVENING PEAK HOUR INPUT DATA TURNING BASE YEAR YEAR 2040 TURNING BASE YEAR YEAR 2040 APPROACH MOVEMENT COUNT APPROACH TOTAL APPROACH MOVEMENT COUNT APPROACH TOTAL NORTH LEFT 1 SOUTH LEG NORTH LEFT 1 SOUTH LEG BOUND THRU 340 IN ...400 BOUND THRU 344 IN ...560 RIGHT 0 OUT ...750 RIGHT 0 OUT ...680 SOUTH LEFT 0 NORTH LEG SOUTH LEFT 0 NORTH LEG BOUND THRU 565 IN ...750 BOUND THRU 565 IN ...680 RIGHT 1 OUT ...400 RIGHT 3 OUT ...550 EAST LEFT 0 WEST LEG EAST LEFT 0 WEST LEG BOUND THRU 0 IN ...0 BOUND THRU 0 IN ...10 RIGHT 1 OUT ...0 RIGHT 6 OUT ...0 WEST LEFT 0 EAST LEG WEST LEFT 0 EAST LEG BOUND THRU 0 IN ...0 BOUND THRU 0 IN ...0 RIGHT 0 OUT ...0 RIGHT 0 OUT ...0 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR RESULTS EVENING PEAK HOUR RESULTS TURNING BASE YEAR YEAR 2040 PEAK - DAILY TURNING BASE YEAR YEAR 2040 PEAK - DAILY APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP NORTH LEFT 1 1 NORTH LEG NORTH LEFT 1 1 NORTH LEG BOUND THRU 340 400 RATIO 8.3%BOUND THRU 344 550 RATIO - RIGHT 0 0 ADT 13,800 RIGHT 0 0 ADT 0 SOUTH LEFT 0 0 SOUTH LEG SOUTH LEFT 0 0 SOUTH LEG BOUND THRU 565 750 RATIO 8.3%BOUND THRU 565 670 RATIO - RIGHT 1 1 ADT 13,800 RIGHT 3 3 ADT 0 EAST LEFT 0 0 EAST LEG EAST LEFT 0 0 EAST LEG BOUND THRU 0 0 RATIO -BOUND THRU 0 0 RATIO - RIGHT 1 1 ADT 0 RIGHT 6 10 ADT 0 WEST LEFT 0 0 WEST LEG WEST LEFT 0 0 WEST LEG BOUND THRU 0 0 RATIO 3.0%BOUND THRU 0 0 RATIO - RIGHT 0 0 ADT 100 RIGHT 0 0 ADT 0 Apx - 312 LITTLE MOUNTAIN DRIVE (NS) / MIRAMONTE DRIVE (EW) - #5 FUTURE DIRECTIONAL TURN VOLUMES FROM FUTURE DIRECTIONAL LINK VOLUMES NCHRP 255 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR INPUT DATA EVENING PEAK HOUR INPUT DATA TURNING BASE YEAR YEAR 2040 TURNING BASE YEAR YEAR 2040 APPROACH MOVEMENT COUNT APPROACH TOTAL APPROACH MOVEMENT COUNT APPROACH TOTAL NORTH LEFT 0 SOUTH LEG NORTH LEFT 0 SOUTH LEG BOUND THRU 326 IN ...430 BOUND THRU 346 IN ...630 RIGHT 54 OUT ...810 RIGHT 114 OUT ...770 SOUTH LEFT 2 NORTH LEG SOUTH LEFT 4 NORTH LEG BOUND THRU 564 IN ...750 BOUND THRU 577 IN ...680 RIGHT 0 OUT ...390 RIGHT 0 OUT ...560 EAST LEFT 0 WEST LEG EAST LEFT 0 WEST LEG BOUND THRU 0 IN ...0 BOUND THRU 0 IN ...0 RIGHT 0 OUT ...0 RIGHT 0 OUT ...0 WEST LEFT 104 EAST LEG WEST LEFT 98 EAST LEG BOUND THRU 0 IN ...120 BOUND THRU 0 IN ...110 RIGHT 8 OUT ...70 RIGHT 5 OUT ...130 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR RESULTS EVENING PEAK HOUR RESULTS TURNING BASE YEAR YEAR 2040 PEAK - DAILY TURNING BASE YEAR YEAR 2040 PEAK - DAILY APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP NORTH LEFT 0 0 NORTH LEG NORTH LEFT 0 0 NORTH LEG BOUND THRU 326 376 RATIO 7.9%BOUND THRU 346 550 RATIO - RIGHT 54 65 ADT 14,000 RIGHT 114 125 ADT 0 SOUTH LEFT 2 5 SOUTH LEG SOUTH LEFT 4 6 SOUTH LEG BOUND THRU 564 709 RATIO 8.1%BOUND THRU 577 670 RATIO - RIGHT 0 0 ADT 15,700 RIGHT 0 0 ADT 0 EAST LEFT 0 0 EAST LEG EAST LEFT 0 0 EAST LEG BOUND THRU 0 0 RATIO 7.1%BOUND THRU 0 0 RATIO - RIGHT 0 0 ADT 2,800 RIGHT 0 0 ADT 0 WEST LEFT 104 114 WEST LEG WEST LEFT 98 108 WEST LEG BOUND THRU 0 0 RATIO -BOUND THRU 0 0 RATIO - RIGHT 8 14 ADT 0 RIGHT 5 10 ADT 0 Apx - 313 LITTLE MOUNTAIN DR/MIRAMONTE DR (NS) / 27TH STREET (EW) - #6 FUTURE DIRECTIONAL TURN VOLUMES FROM FUTURE DIRECTIONAL LINK VOLUMES NCHRP 255 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR INPUT DATA EVENING PEAK HOUR INPUT DATA TURNING BASE YEAR YEAR 2040 TURNING BASE YEAR YEAR 2040 APPROACH MOVEMENT COUNT APPROACH TOTAL APPROACH MOVEMENT COUNT APPROACH TOTAL NORTH LEFT 34 SOUTH LEG NORTH LEFT 33 SOUTH LEG BOUND THRU 19 IN ...60 BOUND THRU 34 IN ...80 RIGHT 6 OUT ...80 RIGHT 9 OUT ...70 SOUTH LEFT 54 NORTH LEG SOUTH LEFT 26 NORTH LEG BOUND THRU 41 IN ...820 BOUND THRU 48 IN ...710 RIGHT 586 OUT ...440 RIGHT 547 OUT ...690 EAST LEFT 316 WEST LEG EAST LEFT 413 WEST LEG BOUND THRU 45 IN ...470 BOUND THRU 76 IN ...760 RIGHT 24 OUT ...930 RIGHT 24 OUT ...830 WEST LEFT 10 EAST LEG WEST LEFT 2 EAST LEG BOUND THRU 69 IN ...230 BOUND THRU 52 IN ...250 RIGHT 52 OUT ...160 RIGHT 75 OUT ...200 YEAR 2040 TRAFFIC CONDITIONS MORNING PEAK HOUR RESULTS EVENING PEAK HOUR RESULTS TURNING BASE YEAR YEAR 2040 PEAK - DAILY TURNING BASE YEAR YEAR 2040 PEAK - DAILY APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP APPROACH MOVEMENT COUNT FORECAST RELATIONSHIP NORTH LEFT 34 41 NORTH LEG NORTH LEFT 33 44 NORTH LEG BOUND THRU 19 21 RATIO 8.3%BOUND THRU 34 37 RATIO - RIGHT 6 7 ADT 15,700 RIGHT 9 11 ADT 0 SOUTH LEFT 54 67 SOUTH LEG SOUTH LEFT 26 29 SOUTH LEG BOUND THRU 41 45 RATIO 8.4%BOUND THRU 48 53 RATIO - RIGHT 586 737 ADT 1,900 RIGHT 547 651 ADT 0 EAST LEFT 316 359 EAST LEG EAST LEFT 413 554 EAST LEG BOUND THRU 45 86 RATIO 8.2%BOUND THRU 76 162 RATIO - RIGHT 24 31 ADT 4,800 RIGHT 24 33 ADT 0 WEST LEFT 10 15 WEST LEG WEST LEFT 2 3 WEST LEG BOUND THRU 69 152 RATIO 8.0%BOUND THRU 52 135 RATIO - RIGHT 52 68 ADT 17,600 RIGHT 75 111 ADT 0 Apx - 314 APPENDIX F Traffic Signal Warrant Analysis Worksheets Apx - 315 PEAK HOUR VOLUME WARRANT (Rural Areas) Existing AM Major Street Name =Little Mountain Drive Total of Both Approaches (VPH) =946 Number of Approach Lanes Major Street =1 Minor Street Name =Miramonte Drive High Volume Approach (VPH) =112 Number of Approach Lanes Minor Street =2 SIGNAL WARRANT NOT SATISFIED ** NOTE: 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. 94 6 112 0 100 200 300 400 500 300 400 500 600 700 800 900 1000 1100 1200 1300 Mi n o r S t r e e t - H i g h V o l u m e A p p r o a c h - V P H Major Street - Total of Both Approaches - VPH 1 Lane (Major) & 1 Lane (Minor) 2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor) 2+ Lanes (Major) & 2+ Lanes (Minor) Major Street Approaches Minor Street Approaches Apx - 316 PEAK HOUR VOLUME WARRANT (Rural Areas) Existing PM Major Street Name =Little Mountain Drive Total of Both Approaches (VPH) =1041 Number of Approach Lanes Major Street =1 Minor Street Name =Miramonte Drive High Volume Approach (VPH) =103 Number of Approach Lanes Minor Street =2 WARRANTED FOR A SIGNAL ** NOTE: 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. 10 4 1 103 0 100 200 300 400 500 300 400 500 600 700 800 900 1000 1100 1200 1300 Mi n o r S t r e e t - H i g h V o l u m e A p p r o a c h - V P H Major Street - Total of Both Approaches - VPH 1 Lane (Major) & 1 Lane (Minor) 2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor) 2+ Lanes (Major) & 2+ Lanes (Minor) Major Street Approaches Minor Street Approaches Apx - 317 APPENDIX G Preliminary Construction Cost Estimates for Congestion Management Program Apx - 318 Apx - 319 Apx - 320 Apx - 321 Apx - 322 APPENDIX H Sight Distance Standards Apx - 323 3-1 3.1 INTRODUCTION The alignment of a highway or street produces a great impact on the environment, the fabric of the community, and the highway user. The alignment consists of a variety of design elements that combine to create a facility that serves trafﬁ c safely and efﬁ ciently, consistent with the facility’s intended function. Each alignment element should complement others to achieve a consistent, safe, and efﬁ cient design. The design of highways and streets within particular functional classes is treated separately in later chapters. Common to all classes of highways and streets are several principal elements of design. These include sight distance, superelevation, traveled way widening, grades, horizontal and vertical alignments, and other elements of geometric design. These alignment elements are discussed in this chapter, and, as appropriate, in the later chapters pertaining to speciﬁ c highway functional classes. 3.2 SIGHT DISTANCE 3.2.1 General Considera ons A driver’s ability to see ahead is needed for safe and efﬁ cient operation of a vehicle on a high- way. For example, on a railroad, trains are conﬁ ned to a ﬁ xed path, yet a block signal system and trained operators are needed for safe operation. In contrast, the path and speed of motor vehicles on highways and streets are subject to the control of drivers whose ability, training, and experi- ence are quite varied. The designer should provide sight distance of sufﬁ cient length that drivers can control the operation of their vehicles to avoid striking an unexpected object in the traveled way. Certain two-lane highways should also have sufﬁ cient sight distance to enable drivers to use the opposing trafﬁ c lane for passing other vehicles without interfering with oncoming ve- hicles. Two-lane rural highways should generally provide such passing sight distance at frequent intervals and for substantial portions of their length. On the other hand, it is normally of little practical value to provide passing sight distance on two-lane urban streets or arterials. The pro- portion of a highway’s length with sufﬁ cient sight distance to pass another vehicle and interval between passing opportunities should be compatible with the intended function of the highway 3 Elements of Design © 2011 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Apx - 324 3-2 A Policy on Geometric Design of Highways and Streets and the desired level of service. Design criteria and guidance applicable to speciﬁ c functional classiﬁ ca- tions of highways and streets are presented in Chapters 5 through 8. Four aspects of sight distance are discussed below: (1) the sight distances needed for stopping, which are applicable on all highways; (2) the sight distances needed for the passing of overtaken vehicles, applicable only on two-lane highways; (3) the sight distances needed for decisions at complex locations; and (4) the criteria for measuring these sight distances for use in design. The design of alignment and proﬁ le to pro- vide sight distances and to satisfy the applicable design criteria are described later in this chapter. The special conditions related to sight distances at intersections are discussed in Section 9.5. 3.2.2 Stopping Sight Distance Sight distance is the length of the roadway ahead that is visible to the driver. The available sight distance on a roadway should be sufﬁ ciently long to enable a vehicle traveling at or near the design speed to stop before reaching a stationary object in its path. Although greater lengths of visible roadway are desirable, the sight distance at every point along a roadway should be at least that needed for a below-average driver or vehicle to stop. Stopping sight distance is the sum of two distances: (1) the distance traversed by the vehicle from the instant the driver sights an object necessitating a stop to the instant the brakes are applied, and (2) the dis- tance needed to stop the vehicle from the instant brake application begins. These are referred to as brake reaction distance and braking distance, respectively. Brake Reac on Time Brake reaction time is the interval from the instant that the driver recognizes the existence of an obstacle on the roadway ahead that necessitates braking until the instant that the driver actually applies the brakes. Under certain conditions, such as emergency situations denoted by ﬂ ares or ﬂ ashing lights, drivers ac- complish these tasks almost instantly. Under most other conditions, the driver needs not only to see the object but also to recognize it as a stationary or slowly moving object against the background of the roadway and other objects, such as walls, fences, trees, poles, or bridges. Such determinations take time, and the amount of time needed varies considerably with the distance to the object, the visual acuity of the driver, the natural rapidity with which the driver reacts, the atmospheric visibility, the type and the condition of the roadway, and nature of the obstacle. Vehicle speed and roadway environment probably also inﬂ uence reaction time. Normally, a driver traveling at or near the design speed is more alert than one traveling at a lesser speed. A driver on an urban street confronted by innumerable potential conﬂ icts with parked vehicles, driveways, and cross streets is also likely to be more alert than the same driver on a limited-access facility where such conditions should be almost nonexistent. The study of reaction times by Johansson and Rumar (39) referred to in Section 2.2.6 was based on data from 321 drivers who expected to apply their brakes. The median reaction-time value for these drivers was 0.66 s, with 10 percent using 1.5 s or longer. These ﬁ ndings correlate with those of earlier studies in which alerted drivers were also evaluated. Another study (44) found 0.64 s as the average reaction time, while 5 percent of the drivers needed over 1 s. In a third study (48), the values of brake reaction time ranged from 0.4 to 1.7 s. In the Johansson and Rumar study (39), when the event that prompted application of the brakes was unexpected, the drivers’ response times were found to increase by approximately 1 s or more; some reaction times were greater than 1.5 s. This increase in reaction time substantiated earlier © 2011 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Apx - 325 Chapter 3Elements of Design 3-3 laboratory and road tests in which the conclusion was drawn that a driver who needed 0.2 to 0.3 s of reac- tion time under alerted conditions would need 1.5 s of reaction time under normal conditions. Minimum brake reaction times for drivers could thus be at least 1.64 s, 0.64 s for alerted drivers plus 1 s for the unexpected event. Because the studies discussed above used simple prearranged signals, they represent the least complex of roadway conditions. Even under these simple conditions, it was found that some drivers took over 3.5 s to respond. Because actual conditions on the highway are generally more complex than those of the studies, and because there is wide variation in driver reaction times, it is evident that the criterion adopted for use should be greater than 1.64 s. The brake reaction time used in design should be long enough to include the reaction times needed by nearly all drivers under most highway conditions. Both recent research (17 ) and the studies documented in the literature (39,44,48) show that a 2.5-s brake reaction time for stopping sight situations encompasses the capabilities of most drivers, in- cluding those of older drivers. The recommended design criterion of 2.5 s for brake reaction time exceeds the 90th percentile of reaction time for all drivers and was used in the development of Table 3-1. A brake reaction time of 2.5 s is considered adequate for conditions that are more complex than the simple conditions used in laboratory and road tests, but it is not adequate for the most complex conditions encountered in actual driving. The need for greater reaction time in the most complex conditions encoun- tered on the roadway, such as those found at multiphase at-grade intersections and at ramp terminals on through roadways, can be found in Section 3.2.3 on “Decision Sight Distance.” Braking Distance The approximate braking distance of a vehicle on a level roadway traveling at the design speed of the roadway may be determined from the following equation: Metric U.S. Customary (3-1) where: dB = braking distance, m V = design speed, km/h a = deceleration rate, m/s2 where: dB = braking distance, ft V = design speed, mph a = deceleration rate, ft/s2 Studies documented in the literature (17) show that most drivers decelerate at a rate greater than 4.5 m/s2 [14.8 ft/s2] when confronted with the need to stop for an unexpected object in the roadway. Approximately 90 percent of all drivers decelerate at rates greater than 3.4 m/s2 [11.2 ft/s2]. Such decelerations are within the driver’s capability to stay within his or her lane and maintain steering control during the braking maneuver on wet surfaces. Therefore, 3.4 m/s2 [11.2 ft/s2] (a comfortable deceleration for most drivers) is recommended as the deceleration threshold for determining stopping sight distance. Implicit in the choice of this deceleration threshold is the assessment that most vehicle braking systems and the tire-pavement friction levels of most roadways are capable of providing a deceleration rate of at least 3.4 m/s2 [11.2 ft/s2]. The friction available on most wet pavement surfaces and the capabilities of most vehicle braking systems can provide braking friction that exceeds this deceleration rate. © 2011 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Apx - 326 3-4 A Policy on Geometric Design of Highways and Streets Table 3-1. Stopping Sight Distance on Level Roadways Metric U.S. Customary Design Speed (km/h) Brake Reac on Distance (m) Braking Distance on Level (m) Stopping Sight Distance Design Speed (mph) Brake Reac on Distance ( ) Braking Distance on Level ( ) Stopping Sight Distance Calculat- ed (m) Design (m) Calculat- ed ( ) Design ( ) 20 13.9 4.6 18.5 20 15 55.1 21.6 76.7 80 30 20.9 10.3 31.2 35 20 73.5 38.4 111.9 115 40 27.8 18.4 46.2 50 25 91.9 60.0 151.9 155 50 34.8 28.7 63.5 65 30 110.3 86.4 196.7 200 60 41.7 41.3 83.0 85 35 128.6 117.6 246.2 250 70 48.7 56.2 104.9 105 40 147.0 153.6 300.6 305 80 55.6 73.4 129.0 130 45 165.4 194.4 359.8 360 90 62.6 92.9 155.5 160 50 183.8 240.0 423.8 425 100 69.5 114.7 184.2 185 55 202.1 290.3 492.4 495 110 76.5 138.8 215.3 220 60 220.5 345.5 566.0 570 120 83.4 165.2 248.6 250 65 238.9 405.5 644.4 645 130 90.4 193.8 284.2 285 70 257.3 470.3 727.6 730 75 275.6 539.9 815.5 820 80 294.0 614.3 908.3 910 Note: Brake reac on distance predicated on a me of 2.5 s; decelera on rate of 3.4 m/s2 [11.2 /s2] used to determine calculated sight distance. Design Values The stopping sight distance is the sum of the distance traversed during the brake reaction time and the distance to brake the vehicle to a stop. The computed distances for various speeds at the assumed condi- tions on level roadways are shown in Table 3-1 and were developed from the following equation: Metric U.S. Customary (3-2) where: SSD = stopping sight distance, m V = design speed, km/h t = brake reaction time, 2.5 s a = deceleration rate, m/s2 where: SSD = stopping sight distance, ft V = design speed, mph t = brake reaction time, 2.5 s a = deceleration rate, ft/s2 Stopping sight distances exceeding those shown in Table 3-1 should be used as the basis for design wher- ever practical. Use of longer stopping sight distances increases the margin for error for all drivers and, in particular, for those who operate at or near the design speed during wet pavement conditions. New pave- ments should have initially, and should retain, friction coefﬁ cients consistent with the deceleration rates used to develop Table 3-1. © 2011 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Apx - 327 Chapter 3Elements of Design 3-5 E ect of Grade on Stopping When a highway is on a grade, Equation 3-1 for braking distance is modiﬁ ed as follows: Metric U.S. Customary (3-3) where: dB = braking distance on grade, m V = design speed, km/h a = deceleration, m/s2 G = grade, rise/run, m/m where: dB = braking distance on grade, ft V = design speed, mph a = deceleration, ft/s2 G = grade, rise/run, ft/ft In this equation, G is the rise in elevation divided by the distance of the run and the percent of grade di- vided by 100, and the other terms are as previously stated. The stopping distances needed on upgrades are shorter than on level roadways; those on downgrades are longer. The stopping sight distances for various grades shown in Table 3-2 are the values determined by using Equation 3-3 in place of the second term in Equation 3-2. These adjusted sight distance values are computed for wet-pavement conditions using the same design speeds and brake reaction times used for level roadways in Table 3-1. Table 3-2. Stopping Sight Distance on Grades Metric U.S. Customary Design Speed (km/h) Stopping Sight Distance (m)Design Speed (mph) Stopping Sight Distance ( ) Downgrades Upgrades Downgrades Upgrades 3 % 6 % 9 % 3 % 6 % 9 %3 % 6 % 9 % 3 % 6 % 9 % 20 20 20 20 19 18 18 15 80 82 85 75 74 73 30 32 35 35 31 30 29 20 116 120 126 109 107 104 40 50 50 53 45 44 43 25 158 165 173 147 143 140 50 66 70 74 61 59 58 30 205 215 227 200 184 179 60 87 92 97 80 77 75 35 257 271 287 237 229 222 70 110 116 124 100 97 93 40 315 333 354 289 278 269 80 136 144 154 123 118 114 45 378 400 427 344 331 320 90 164 174 187 148 141 136 50 446 474 507 405 388 375 100 194 207 223 174 167 160 55 520 553 593 469 450 433 110 227 243 262 203 194 186 60 598 638 686 538 515 495 120 263 281 304 234 223 214 65 682 728 785 612 584 561 130 302 323 350 267 254 243 70 771 825 891 690 658 631 75 866 927 1003 772 736 704 80 965 1035 1121 859 817 782 © 2011 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Apx - 328 CHAPTER 200 GEOMETRIC DESIGN AND STRUCTURE STANDARDS Topic 201 - Sight Distance Index 201.1 - General Sight distance is the continuous length of highway ahead, visible to the highway user. Four types of sight distance are considered herein: passing, stopping, decision, and corner. Passing sight distance is used where use of an opposing lane can provide passing opportunities (see Index 201.2). Stopping sight distance is the minimum sight distance for a given design speed to be provided on multilane highways and on 2-lane roads when passing sight distance is not economically obtainable. Stopping sight distance also is to be provided for all users, including motorists and bicyclists, at all elements of interchanges and intersections at grade, including private road connections (see Topic 504, Index 405.1, & Figure 405.7). Decision sight distance is used at major decision points (see Indexes 201.7 and 504.2). Corner sight distance is used at intersections (see Index 405.1, Figure 405.7, and Figure 504.3I). Table 201.1 shows the minimum standards for stopping sight distance related to design speed for motorists. Stopping sight distances given in the table are suitable for Class II and Class III bikeways. The stopping sight distances are also applicable to roundabout design on the approach roadway, within the circulatory roadway, and on the exits prior to the pedestrian crossings. Also shown in Table 201.1 are the values for use in providing passing sight distance. See Chapter 1000 for Class I bikeway sight distance guidance. Chapter 3 of "A Policy on Geometric Design of Highways and Streets," AASHTO, contains a thorough discussion of the derivation of stopping sight distance. 201.2 Passing Sight Distance Passing sight distance is the minimum sight distance required for the driver of one vehicle to pass another vehicle safely and comfortably. Passing must be accomplished assuming an oncoming vehicle comes into view and maintains the design speed, without reduction, after the overtaking maneuver is started. Table 201.1 Sight Distance Standards Design Speed(1) (mph) Stopping(2) (ft) Passing (ft) 10 50 --- 15 100 --- 20 125 800 25 150 950 30 200 1,100 35 250 1,300 40 300 1,500 45 360 1,650 50 430 1,800 55 500 1,950 60 580 2,100 65 660 2,300 70 750 2,500 75 840 2,600 80 930 2,700 (1) See Topic 101 for selection of design speed. (2) For sustained downgrades, refer to advisory standard in Index 201.3 The sight distance available for passing at any place is the longest distance at which a driver whose eyes are 3 ½ feet above the pavement surface can see the top of an object 4 ¼ feet high on the road. See Table 201.1 for the calculated values that are associated with various design speeds. In general, 2-lane highways should be designed to provide for passing where possible, especially those routes with high volumes of trucks or recreational vehicles. Passing should be done on tangent horizontal alignments with constant grades or a slight sag vertical curve. Not only are drivers reluctant to pass on a long crest vertical curve, but it is impracticable to design crest vertical curves to provide for passing sight distance because of high cost where crest cuts are involved. Passing sight Apx - 329 distance for crest vertical curves is 7 to 17 times longer than the stopping sight distance. Ordinarily, passing sight distance is provided at locations where combinations of alignment and profile do not require the use of crest vertical curves. Passing sight distance is considered only on 2-lane roads. At critical locations, a stretch of 3- or 4-lane passing section with stopping sight distance is sometimes more economical than two lanes with passing sight distance. Passing on sag vertical curves can be accomplished both day and night because headlights can be seen through the entire curve. See Part 3 of the California Manual on Uniform Traffic Control Devices (California MUTCD) for criteria relating to the placement of barrier striping for no-passing zones. Note, that the passing sight distances shown in the California MUTCD are based on traffic operational criteria. Traffic operational criteria are different from the design characteristics used to develop the values provided in Table 201.1 and Chapter 3 of AASHTO, A Policy on Geometric Design of Highways and Streets. The aforementioned table and AASHTO reference are also used to design the vertical profile and horizontal alignment of the highway. Consult the Headquarters (HQ) Traffic Liaison when using the California MUTCD criteria for traffic operating-control needs. Other means for providing passing opportunities, such as climbing lanes or turnouts, are discussed in Index 204.5. Chapter 3 of AASHTO, A Policy on Geometric Design of Highways and Streets, contains a thorough discussion of the derivation of passing sight distance. 201.3 Stopping Sight Distance The minimum stopping sight distance is the distance required by the user, traveling at a given speed, to bring the vehicle or bicycle to a stop after an object ½-foot high on the road becomes visible. Stopping sight distance for motorists is measured from the driver's eyes, which are assumed to be 3 ½ feet above the pavement surface, to an object ½- foot high on the road. See Index 1003.1(10) for Class I bikeway stopping sight distance guidance. The stopping sight distances in Table 201.1 should be increased by 20 percent on sustained downgrades steeper than 3 percent and longer than one mile. 201.4 Stopping Sight Distance at Grade Crests Figure 201.4 shows graphically the relationships between length of highway crest vertical curve, design speed, and algebraic difference in grades. Any one factor can be determined when the other two are known. 201.5 Stopping Sight Distance at Grade Sags From the curves in Figure 201.5, the minimum length of vertical curve which provides headlight sight distance in grade sags for a given design speed can be obtained. If headlight sight distance is not obtainable at grade sags, lighting may be considered. The District approval authority or Project Delivery Coordinator, depending upon the current District Design Delegation Agreement, and the HQ Traffic Liaison shall be contacted to review proposed grade sag lighting to determine if such use is appropriate. 201.6 Stopping Sight Distance on Horizontal Curves Where an object off the pavement such as a bridge pier, building, cut slope, or natural growth restricts sight distance, the minimum radius of curvature is determined by the stopping sight distance. Available stopping sight distance on horizontal curves is obtained from Figure 201.6. It is assumed that the driver's eye is 3 ½ feet above the center of the inside lane (inside with respect to curve) and the object is ½-foot high. The line of sight is assumed to intercept the view obstruction at the midpoint of the sight line and 2 feet above the center of the inside lane when the road profile is flat (i.e. no vertical curve). Crest vertical curves can cause additional reductions in sight distance. The clear distance (m) is measured from the center of the inside lane to the obstruction. The design objective is to determine the required clear distance from centerline of inside lane to a retaining wall, bridge pier, abutment, cut slope, or other obstruction for a given design speed. Using Apx - 330 radius of curvature and minimum sight distance for that design speed, Figure 201.6 gives the clear distance (m) from centerline of inside lane to the obstruction. See Index 1003.1(12) for bikeway stopping sight distance on horizontal curve guidance. When the radius of curvature and the clear distance to a fixed obstruction are known, Figure 201.6 also gives the sight distance for these conditions. See Index 101.1 for technical reductions in design speed caused by partial or momentary horizontal sight distance restrictions. See Index 203.2 for additional comments on glare screens. Cuts may be widened where vegetation restricting horizontal sight distance is expected to grow on finished slopes. Widening is an economic trade-off that must be evaluated along with other options. See Index 902.2 for sight distance requirements on landscape projects. 201.7 Decision Sight Distance At certain locations, sight distance greater than stopping sight distance is desirable to allow drivers time for decisions without making last minute erratic maneuvers (see Chapter III of AASHTO, A Policy on Geometric Design of Highways and Streets, for a thorough discussion of the derivation of decision sight distance.) On freeways and expressways the decision sight distance values in Table 201.7 should be used at lane drops and at off-ramp noses to interchanges, branch connections, roadside rests, vista points, and inspection stations. When determining decision sight distance on horizontal and vertical curves, Figures 201.4, 201.5, and 201.6 can be used. Figure 201.7 is an expanded version of Figure 201.4 and gives the relationship among length of crest vertical curve, design speed, and algebraic difference in grades for much longer vertical curves than Figure 201.4. Decision sight distance is measured using the 3 ½-foot eye height and ½-foot object height. See Index 504.2 for sight distance at secondary exits on a collector-distributor road. Table 201.7 Decision Sight Distance Design Speed (mph) Decision Sight Distance (ft) 30 450 35 525 40 600 45 675 50 750 55 865 60 990 65 1,050 70 1,105 75 1,180 80 1,260 Topic 202 - Superelevation 202.1 Basic Criteria When a vehicle moves in a circular path, it undergoes a centripetal acceleration that acts toward the center of curvature. This force is countered by the perceived centrifugal force experienced by the motorist. On a superelevated highway, this force is resisted by the vehicle weight component parallel to the superelevated surface and by the side friction developed between the tires and pavement. It is impractical to balance centrifugal force by superelevation alone, because for any given curve radius a certain superelevation rate is exactly correct for only one driving speed. At all other speeds there will be a side thrust either outward or inward, relative to the curve center, which must be offset by side friction. If the vehicle is not skidding, these forces are in equilibrium as represented by the following simplified curve equation, which is used to design a curve for a comfortable operation at a particular speed: Apx - 331 (4) Trailer Track – Semitrailer axle width, measured from outside face of tires. (5) Lock To Lock Time - The time in seconds that an average driver would take under normal driving conditions to turn the steering wheel of a vehicle from the lock position on one side to the lock position on the other side. The default in AutoTurn software is 6 seconds. (6) Steering Lock Angle - The maximum angle that the steering wheels can be turned. It is further defined as the average of the maximum angles made by the left and right steering wheels with the longitudinal axis of the vehicle. (7) Articulating Angle - The maximum angle between the tractor and semitrailer. Topic 405 - Intersection Design Standards 405.1 Sight Distance (1) Stopping Sight Distance. See Index 201.1 for minimum stopping sight distance requirements. (2) Corner Sight Distance. (a) General--At unsignalized intersections a substantially clear line of sight should be maintained between the driver of a vehicle, bicyclist or pedestrian waiting at the crossroad and the driver of an approaching vehicle. Line of sight for all users should be included in right of way, in order to preserve sight lines. Adequate time must be provided for the waiting user to either cross all lanes of through traffic, cross the near lanes and turn left, or turn right, without requiring through traffic to radically alter their speed. The values given in Table 405.1A provide 7-1/2 seconds for the driver on the crossroad to complete the necessary maneuver while the approaching vehicle travels at the assumed design speed of the main highway. The 7-1/2 second criterion is normally applied to all lanes of through traffic in order to cover all possible maneuvers by the vehicle at the crossroad. However, by providing the standard corner sight distance to the lane nearest to and farthest from the waiting vehicle, adequate time should be obtained to make the necessary movement. On multilane highways a 7-1/2 second criterion for the outside lane, in both directions of travel, normally will provide increased sight distance to the inside lanes. Consideration should be given to increasing these values on downgrades steeper than 3 percent and longer than 1 mile (see Index 201.3), where there are high truck volumes on the crossroad, or where the skew of the intersection substantially increases the distance traveled by the crossing vehicle. In determining corner sight distance, a set back distance for the vehicle waiting at the crossroad must be assumed. Set back for the driver of the vehicle on the crossroad shall be a minimum of 10 feet plus the shoulder width of the major road but not less than 15 feet. Line of sight for corner sight distance is to be determined from a 3 and 1/2-foot height at the location of the driver of the vehicle on the minor road to a 4 and 1/4-foot object height in the center of the approaching lane of the major road as illustrated in Figure 504.3I. If the major road has a median barrier, a 2-foot object height should be used to determine the median barrier set back. In some cases the cost to obtain 7-1/2 seconds of corner sight distances may be excessive. High costs may be attributable to right of way acquisition, building removal, extensive excavation, or immitigable environmental impacts. In such cases a lesser value of corner sight distance, as described under the following headings, may be used. (b) Public Road Intersections (Refer to Topic 205)--At unsignalized public road intersections (see Index 405.7) corner sight distance values given in Table 405.1A should be provided. Apx - 332 At signalized intersections the values for corner sight distances given in Table 405.1A should also be applied whenever possible. Even though traffic flows are designed to move at separate times, unanticipated conflicts can occur due to violation of signal, right turns on red, malfunction of the signal, or use of flashing red/yellow mode. Table 405.1A Corner Sight Distance (7-1/2 Second Criteria) Design Speed (mph) Corner Sight Distance (ft) 25 275 30 330 35 385 40 440 45 495 50 550 55 605 60 660 65 715 70 770 Where restrictive conditions exist, similar to those listed in Index 405.1(2)(a), the minimum value for corner sight distance at both signalized and unsignalized intersections shall be equal to the stopping sight distance as given in Table 201.1, measured as previously described. (c) Private Road Intersections (Refer to Index 205.2) and Rural Driveways (Refer to Index 205.4)--The minimum corner sight distance shall be equal to the stopping sight distance as given in Table 201.1, measured as previously described. (d) Urban Driveways (Refer to Index 205.3)-- Corner sight distance requirements as described above are not applied to urban driveways. (3) Decision Sight Distance. At intersections where the State route turns or crosses another State route, the decision sight distance values given in Table 201.7 should be used. In computing and measuring decision sight distance, the 3.5-foot eye height and the 0.5-foot object height should be used, the object being located on the side of the intersection nearest the approaching driver. The application of the various sight distance requirements for the different types of intersections is summarized in Table 405.1B. Table 405.1B Application of Sight Distance Requirements Intersection Sight Distance Types Stopping Corner Decision Private Roads X X(1) Public Streets and Roads X X Signalized Intersections X (2) State Route Inter- sections & Route Direction Changes, with or without Signals X X X NOTES: (1) Per Index 405.1(2)(c), the minimum corner sight distance shall be equal to the stopping sight distance as given in Table 201.1. See Index 405.1(2)(a) for setback requirements. (2) Apply corner sight distance requirements at signalized intersections whenever possible due to unanticipated violations of the signals or malfunctions of the signals. See Index 405.1(2)(b). (4) Acceleration Lanes for Turning Moves onto State Highways. At rural intersections, with “STOP” control on the local cross road, acceleration lanes for left and right turns onto the State facility should be considered. At a minimum, the following features should be evaluated for both the major highway and the cross road: • divided versus undivided Apx - 333 • number of lanes • design speed • gradient • lane, shoulder and median width • traffic volume and composition of highway users, including trucks and transit vehicles • turning volumes • horizontal curve radii • sight distance • proximity of adjacent intersections • types of adjacent intersections For additional information and guidance, refer to AASHTO, A Policy on Geometric Design of Highways and Streets, the Headquarters Traffic Liaison, the District Design Liaison, and the Project Delivery Coordinator. 405.2 Left-turn Channelization (1) General. The purpose of a left-turn lane is to expedite the movement of through traffic by, controlling the movement of turning traffic, increasing the capacity of the intersection, and improving safety characteristics. The District Traffic Branch normally establishes the need for left-turn lanes. (2) Design Elements. (a) Lane Width – The lane width for both single and double left-turn lanes on State highways shall be 12 feet. For conventional State highways with posted speeds less than or equal to 40 miles per hour and AADTT (truck volume) less than 250 per lane that are in urban, city or town centers (rural main streets), the minimum lane width shall be 11 feet. When considering lane width reductions adjacent to curbed medians, refer to Index 303.5 for guidance on effective roadway width, which may vary depending on drivers’ lateral positioning and shy distance from raised curbs. (b) Approach Taper -- On conventional highways without a median, an approach taper provides space for a left-turn lane by moving traffic laterally to the right. The approach taper is unnecessary where a median is available for the full width of the left-turn lane. Length of the approach taper is given by the formula on Figures 405.2A, B and C. Figure 405.2A shows a standard left-turn channelization design in which all widening is to the right of approaching traffic and the deceleration lane (see below) begins at the end of the approach taper. This design should be used in all situations where space is available, usually in rural and semi-rural areas or in urban areas with high traffic speeds and/or volumes. Figures 405.2B and 405.2C show alternate designs foreshortened with the deceleration lane beginning at the 2/3 point of the approach taper so that part of the deceleration takes place in the through traffic lane. Figure 405.2C is shortened further by widening half (or other appropriate fraction) on each side. These designs may be used in urban areas where constraints exist, speeds are moderate and traffic volumes are relatively low. (c) Bay Taper -- A reversing curve along the left edge of the traveled way directs traffic into the left-turn lane. The length of this bay taper should be short to clearly delin- eate the left-turn move and to discourage through traffic from drifting into the left- turn lane. Table 405.2A gives offset data for design of bay tapers. In urban areas, lengths of 60 feet and 90 feet are normally used. Where space is restricted and speeds are low, a 60-foot bay taper is appropriate. On rural high-speed highways, a 120-foot length is considered appropriate. (d) Deceleration Lane Length -- Design speed of the roadway approaching the intersection should be the basis for determining deceleration lane length. It is desirable that deceleration take place entirely off the through traffic lanes. Apx - 334